Customized indoor and outdoor navigation maps and routes for autonomous vehicles

ABSTRACT

Customized navigation maps of an area are generated for autonomous vehicles based on a baseline map of the area, transportation systems within the area, and attributes of the autonomous vehicles. The customized navigation maps include a plurality of paths, and two or more of the paths may form an optimal route for performing a task by an autonomous vehicle. Customized navigation maps may be generated for outdoor spaces or indoor spaces, and include specific infrastructure or features on which a specific autonomous vehicle may be configured for travel. Routes may be determined based on access points at destinations such as buildings, and the access points may be manually selected by a user or automatically selected on any basis. The autonomous vehicles may be guided by GPS systems when traveling outdoors, and by imaging devices or other systems when traveling indoors.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Patent Application No.62/552,932, filed Aug. 31, 2017, the contents of which are incorporatedby reference herein in their entirety. This application also claimspriority to U.S. Patent Application No. 62/582,153, filed Nov. 6, 2017.

BACKGROUND

Currently, mathematical or statistical modeling methods for predicting amost efficient route between two known points, which are sometimescalled “shortest path” methods, are effective when predicting routes forvehicles having similar and substantially nominal dimensions orcapacities. In particular, such methods may estimate costs or time fortravel between two points on roads, on rails, on foot or by air, whereintrinsic and extrinsic factors associated with such travel may bepredicted with acceptable degrees of accuracy or precision.

Most path modeling methods are ineffective or unhelpful, however, inenvironments where transportation networks include both traditional andnon-traditional features or infrastructure, including not only paved orunpaved roads but also sidewalks or trails, or lawns, plazas, parks, orthe like. Additionally, most path modeling methods are typically unableto quickly adapt to changes in physical structure or architecture of anyof the paths of a network. At best, the only variables considered bytypical path modeling techniques in selecting a route between two pointsare prevailing or predicted travel times or speeds along paths of thenetwork. Moreover, traditional path modeling methods also fail toconsider operational or functional capacities of a vehicle, such asstandard or maximum operating speeds, power levels, ranges or otherfactors, when selecting or recommending a route between two points of anetwork or predicting a travel time between such points. Such techniquestypically assume that all vehicles will travel at the maximum allowablespeeds on paths within a network, as defined or capped by any regulatorylimits such as speed limits or environmental factors such as traffic,and do not consider whether or when a vehicle may run out of fuel orotherwise reach a maximum range or limit of operation. Becausetraditional path modeling techniques do not consider the specificattributes of a vehicle when selecting or recommending a route orpredicting a travel time, such techniques further fail to considerwhether a given path of a network may accommodate a given vehicle, i.e.,whether the dimensions and mass of the vehicle will actually fit on thepath, as most vehicles on the road today have common dimensions such aswidths.

Furthermore, because most vehicles for performing deliveries orexecuting tasks involving travel from one point to another are notconfigured to operate indoors, most path modeling methods are merelyused to determine costs or time for travel between two outdoor points,and are not used in combination with indoor travel. Typical pathmodeling methods do not consider the availability or use of accesssystems or features such as elevators, escalators, moving sidewalks,stairs, ramps, automatic doors or other indoor transportation systems.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A through 1M are views of aspects of one system for utilizingcustomized navigation maps and routes in accordance with embodiments ofthe present disclosure.

FIGS. 2A and 2B are block diagrams of components of one system forutilizing customized navigation maps and routes in accordance withembodiments of the present disclosure.

FIGS. 3A and 3B are a flow chart of one process for utilizing customizednavigation maps and routes in accordance with embodiments of the presentdisclosure.

FIG. 4 is a view of one autonomous vehicle configured to utilize one ormore customized navigation maps and routes in accordance withembodiments of the present disclosure.

FIGS. 5A through 5I are views of aspects of one system for utilizingcustomized navigation maps and routes in accordance with embodiments ofthe present disclosure.

FIGS. 6A and 6B are a flow chart of one process for utilizing customizednavigation maps and routes in accordance with embodiments of the presentdisclosure.

FIGS. 7A through 7F are views of aspects of one system for utilizingcustomized navigation maps and routes in accordance with embodiments ofthe present disclosure.

FIGS. 8A and 8B is a flow chart of one process for utilizing customizednavigation maps and routes in accordance with embodiments of the presentdisclosure.

DETAILED DESCRIPTION

As is set forth in greater detail below, the present disclosure isdirected to generating customized navigation maps for autonomousvehicles, and utilizing the customized navigation maps in selecting anautonomous vehicle to perform a task, such as a delivery of an item, ora route to be traveled by the autonomous vehicle during the performanceof the task. Generating a customized navigation map may begin with abaseline map of an area or environment that has been constructedaccording to a geographic standard or system, and comprises a pluralityof geolocations in two-dimensional space, such as a set of geographiccoordinates, e.g., a latitude and a longitude, and, optionally, anelevation, corresponding to the composition and surface features withinthe area or environment. The baseline map may be augmented by one ormore layers of information or data regarding available infrastructure orfeatures within the area or environment, such as not only roads,sidewalks, crosswalks, bicycle or walking trails, or bridges of anylength or width, but also parks, fields, forests, lots, clearings orother spaces, or any other outdoor features, or elevators, escalators,lifts, dumb waiters, moving sidewalks, ramps or other automatic featuresfor transporting people or objects indoors, as well as knownrestrictions or conditions required for their use. A customizednavigation map may be generated for an autonomous vehicle based on theaugmented baseline map, along with attributes of the autonomous vehicle,including not only physical attributes such as dimensions (e.g.,heights, widths, lengths) or masses but also operating characteristicssuch as maximum or minimum operating speeds or speed ratings, battery orfuel levels, power ratings, or operational ranges.

After customized navigation maps have been generated for one or moreautonomous vehicles, e.g., for a fleet of such vehicles, the customizednavigation maps may be stored in one or more data stores. One or more ofthe layers of information or data from which the customized navigationmaps are generated may be updated on a periodic, near-real time or realtime basis as information or data is obtained regarding theinfrastructure or features within the area or environment, which may bereceived from one or more autonomous vehicles operating within the areaor environment, or from any other source. The customized navigation mapsthat are generated for travel by autonomous vehicles within the area maythus be subject to constant revision as new or updated information ordata regarding the area is identified. An optimal route for anautonomous vehicle during the performance of a task may be selectedbased on a customized navigation map in accordance with the presentdisclosure. Furthermore, when the performance of a given task by one ofa plurality of autonomous vehicles is requested or required, eitherindoors or outdoors, an autonomous vehicle that is suitably configuredor equipped to perform the task may be selected based on optimal routesgenerated from the customized navigation maps.

Accordingly, the customized navigation maps of the present disclosuremay be utilized to select a location at which a task such as a deliveryof an item (e.g., an attended delivery or an unattended delivery) is tobe performed by an autonomous vehicle. In some embodiments, when acustomer places an order for delivery of an item, or when an autonomousvehicle loaded with the item is instructed to transport the item to adelivery address provided by the customer, one or more computer devicesor systems may access a customized navigation map that was generatedspecifically for the autonomous vehicle and augmented with dataregarding known buildings or structures (or types of such buildings orstructures), access points (e.g., locations and types) for suchbuildings or structures, e.g., in one or more layers. The autonomousvehicle may then calculate an optimal route to a location associatedwith the delivery address. The autonomous vehicle may then be instructedto proceed to the location along the optimal route, and to deliver theitem to the customer, e.g., at one or more of the access pointsassociated with the location. In this regard, some embodiments of thepresent disclosure may achieve a high level of convenience for thecustomer, as well as a high level of visibility of the autonomousvehicle, e.g., when the customer arrives to retrieve the item from theautonomous vehicle at a nearby access point, while also fulfilling legalregulations for walkways, sidewalks, roads, and parking.

Referring to FIGS. 1A through 1M, views of aspects of one system forutilizing customized navigation maps and routes in accordance withembodiments of the present disclosure are shown. As is shown in FIG. 1A,a baseline map 105 of an area or environment is stored on a server 192that is connected to a network 180, which may include the Internet, inwhole or in part. The baseline map 105 may have been previouslydetermined or generated for the area or environment, and may includegeolocations or geospatially-referenced points that precisely definelocations in space with one or more geocodes, such as sets of geographiccoordinates such as latitudes and longitudes, and, optionally,elevations. For example, the baseline map 105 may include or have beenformed from geographic information system (or “GIS”) data, by capturingimaging data from the area, e.g., using one or more ground-basedcameras, aerial cameras, or cameras carried aboard one or more orbitingsatellites, and processing the imaging data to recognize topographicaldata regarding the composition and surface features within the area orenvironment, as well as elevations of points within the area orenvironment, or by scanning or otherwise interpreting maps or otherrepresentations of the area or environment, e.g., in an atlas or otherset of maps.

The server 192 may be associated with one or more systems formonitoring, maintaining, managing or otherwise controlling a fleet ofone or more autonomous vehicles, e.g., a fleet management system forsuch vehicles. Such systems may, in some embodiments, be associated withan online marketplace, a fulfillment center, or any other entityrequiring the performance of one or more tasks by the autonomousvehicles. The server 192 may be provided in a physical locationassociated with one or more of the autonomous vehicles, such as a garageor a maintenance facility, or in one or more alternate or virtuallocations, e.g., in a “cloud”-based environment.

As is shown in FIG. 1B, an autonomous vehicle 150 includes a storagecompartment 157, a plurality of imaging devices (e.g., digital camerasor other directional sensors) 162-1, 162-2, 162-3 and a motor 170 (notshown). The autonomous vehicle 150 may further include one or more powersupplies, axles, shafts and/or wheels for causing the autonomous vehicle150 and any items therein to travel in a desired direction and at adesired speed. The storage compartment 157 may be generally configuredto store or house one or more items of any type or form therein, orspecifically configured to store or house one or more selected itemshaving any restrictions on temperature, pressure or alignment ororientation, and to protect such items against the elements. The imagingdevices 162-1, 162-2, 162-3 may be embedded or installed within, orotherwise mounted to, one or more locations on external surfaces of theautonomous vehicle 150, and may be configured to capture information ordata in directions extending normal to such locations. For example, asis shown in FIG. 1B, the imaging device 162-1 has a field of viewextending forward of the autonomous vehicle 150, while the imagingdevice 162-2 has a field of view extending normal from a port side(e.g., a left side) of the autonomous vehicle 150, and the imagingdevice 162-3 has a field of view extending normal from a starboard side(e.g., a right side) of the autonomous vehicle 150.

As is shown in FIG. 1B, the autonomous vehicle 150 has a height h ofthirty-six inches (36″), a length l of sixty inches (60″) and a width wof thirty inches (30″), as well as a mass m of one hundred thirty-fivekilograms (135 kg) and a range of three kilometers (3.0 km) when itspower supplies are charged to their maximum capacities. A set of data120 may be constructed or defined regarding the operationalcharacteristics or capacities of the autonomous vehicle 150, includingone or more of the dimensions including but not limited to the height h,the length l, the width w or the mass m, as well as any other attributesand/or capacities of the autonomous vehicle 150.

As is shown in FIG. 1C, a set of data 122 regarding transportationinfrastructure within a portion of the area or environment covered bythe baseline map 105 is shown. The set of data 122 may include one ormore layers or other forms of data identifying locations (e.g.,latitudes, longitudes and elevations) and dimensions (e.g., lengths orwidths) of roads, sidewalks, crosswalks, bicycle trails, trails or thelike, as well as any relevant operating restrictions (e.g., speedlimits, or dates or times at which the infrastructure or features areavailable or unavailable), capacities (e.g., numbers or volumes oftraffic that may be accommodated), or surface features (e.g., angles,orientations or textures of such operating surfaces, or materials fromwhich the operating surfaces were formed) of the transportationinfrastructure, or any other attributes of the transportationinfrastructure. The set of data 122 may thus include one or more layersor other forms of data defining a plurality of paths extending over oralong the outdoor transportation infrastructure within the area orenvironment, and may have been identified or determined from any source,e.g., from one or more networked data stores, or the like, including butnot limited to the same sources as the baseline map 105 shown in FIG.1A. For example, some or all of the set of data 122 regarding theoutdoor transportation infrastructure may be determined from informationor data previously captured during travel within the area orenvironment, e.g., based at least in part on one or more time stamps,net speeds, courses, angles of orientation, levels of trafficcongestion, sizes or dimensions of any payloads carried, operational orenvironmental conditions, or any other information or data, captured orotherwise determined by autonomous vehicles or by one or more persons ormachines. Moreover, some or all of the set of data regarding the outdoortransportation infrastructure may be updated in real time or innear-real time, on a synchronous or asynchronous basis.

In accordance with embodiments of the present disclosure, a customizednavigation map may be generated for an autonomous vehicle and used toselect a route to be traveled by the autonomous vehicle during theperformance of one or more tasks within an area or environment, such asa delivery of an item to a location within the area or environment. Asis shown in FIG. 1D, a customized outdoor map 125-1 may be generated forthe autonomous vehicle 150 based on the baseline map 105, along with oneor more layers defined based at least in part on the set of data 120shown in FIG. 1B or the set of data 122 shown in FIG. 1C, e.g.,regarding attributes and/or capacities of the autonomous vehicle 150, oroutdoor transportation infrastructure or features. The customizedoutdoor map 125-1 includes a plurality of paths that may accommodate, orbe traveled upon, by the autonomous vehicle 150, and each of such pathsextends between a pair of geolocations. The customized outdoor map 125-1may be stored in association with the server 192, or in one or moreother data stores, and updated from time to time (e.g., on a real timeor near-real time basis) based on changes in the set of data 120 or theset of data 122.

As is shown in FIG. 1E, a set of data 124 regarding indoortransportation infrastructure of buildings (or structures) 145-1, 145-2,145-3, 145-4 within the portion of the area or environment covered bythe baseline map 105 is shown. The set of data 124 may include one ormore layers or other forms of data identifying access systems orfeatures such as elevators, ramps, numbers of floors or floor space (orother traveling surfaces or spaces) within the buildings or structures,and may include, or may have been derived from, any information or dataregarding interior spaces within such buildings or structures, includingbut not limited to blueprints, computer-aided design drawings, imagingdata depicting walls, floors, or other indoor elements that was capturedfrom such spaces. The set of data 124 may further include one or morelayers or other forms of data identifying information or data regardingfloor or wall sizes, floor or wall surface textures, openings such aswindows, skylights, grates or others, as well as available access pointssuch as doors of any size or shape for transporting people or objectswithin or around one or more of the buildings or structures. Like theset of data 122 of FIG. 1C, the set of data 124 may thus include one ormore layers or other forms of data defining a plurality of pathsextending over or along the indoor transportation infrastructure withinthe area or environment, and may have been identified or determined fromany source, e.g., from one or more networked data stores, or the like,including but not limited to the same sources as the baseline map 105shown in FIG. 1A or the set of data 122 of FIG. 1C. For example, some orall of the set of data 124 regarding the indoor transportationinfrastructure may be determined from information or data previouslycaptured during travel within the area or environment, either byautonomous vehicles or by one or more persons or machines.

In accordance with embodiments of the present disclosure, a customizednavigation map generated for an autonomous vehicle may be used to selecta route to be traveled by the autonomous vehicle in outdoor spaces, suchas those shown in the baseline map 105, and also within indoor spaces,e.g., one or more of the buildings or structures 145-1, 145-2, 145-3,145-4, during the performance of one or more tasks.

As is shown in FIG. 1F, a customized indoor map 125-2 of the building145-2 is shown. The building 145-2 includes a pair of entry points141-1, 141-2, a plurality of passenger elevators 143-1, 143-2, 143-3, afreight elevator 143-4 and a plurality of floors 146-n. The customizedindoor map 125-2 is constructed based on a floor plan 146-i of one ormore of the floors 146-n, as well as operating characteristics of theelevators 143-1, 143-2, 143-3, 143-4, and one or more attributes of theautonomous vehicle 150, such as the height h, the length l, the width wor the mass m. For example, the customized indoor map 125-2 defines aplurality of navigable paths within the building 145-2, as functions ofspace and/or time, based on the dimensions of traveling surfaces withinthe building 145-2 and/or attributes of access systems, such as theentry points 141-1, 141-2, or the elevators 143-1, 143-2, 143-3, 143-4.

As is shown in FIG. 1G, a customer 140 within the building 145-2completes an order for an item by executing one or more interactionswith pages rendered by a smartphone 142 or another computer device. Inparticular, the customer 140 selects the item and designates a deliveryaddress of the building 145-2 to which the item is to be delivered.

As is shown in FIG. 1H, a plurality of outdoor routes 135-1, 135-2,135-3 that may be traveled throughout the area or environment shown inthe baseline map 105 in order to deliver the ordered item from afulfillment center 130 or other source of the item to the building 145-2specified by the customer 140 are determined based on the customizedoutdoor map 125-1. The plurality of routes 135-1, 135-2, 135-3throughout the area or environment are determined at a time that theorder for the item is received from the customer 140, or at anothertime, based on the various paths extending between the geolocations ofthe customized navigation map 125-1. An optimal route for the deliveryof the item may be selected from the routes 135-1, 135-2, 135-3 based onthe customized navigation map 125-1, according to one or morealgorithms, formulas or techniques, e.g., Dijkstra's Algorithm,Bellman-Ford Algorithm, Floyd-Warshall Algorithm, Johnson's Algorithm ora hub labeling technique.

For example, as is shown in FIG. 1H, a first route 135-1 would requirethe autonomous vehicle 150 to travel for thirteen minutes along broad ordivided streets and/or sidewalks in order to reach the building 145-2. Asecond route 135-2 would require the autonomous vehicle 150 to travelfor fifteen minutes along a one-way street that is experiencingconstruction delays in order to reach the building 145-2. A third route135-3 would pass through a grass-covered field and along a restrictedaccess road to reach the location 145 in just four minutes in order toreach the building 145-2. Whereas the first route 135-1 is the longestroute, and the second route 135-2 is the shortest in length but wouldrequire the longest travel time, the third route 135-3 is the optimalroute for the autonomous vehicle 150 in that the third route 135-3 wouldrequire the shortest travel time, and is the second-shortest in length.In accordance with the present disclosure, an optimal route may beselected for the autonomous vehicle 150 from among the routes 135-1,135-2, 135-3 on any basis, e.g., time, any measure of cost or value,follow-on or concurrent tasking, or the like.

As the autonomous vehicle 150 travels from the fulfillment center 130 tothe building 145-2, guided by Global Positioning System (or “GPS”)navigation signals or other outdoor navigation systems, the autonomousvehicle 150 may be configured to capture information or data, e.g., bythe imaging devices 162-1, 162-2, 162-3 or any other onboard sensors,and may be programmed to execute one or more modifications oradjustments to the optimal route 135-3 based on such information ordata. As is shown in FIGS. 1I and 1J, where the optimal route 135-3passes within a vicinity of an access point 141-3 to another building(e.g., an entrance into or exit from the other building), or an obstacle148-1 (e.g., outdoor plant life having dimensions or shapes that mayvary on a regular or seasonal basis), the autonomous vehicle 150 maydetect the access point 141-3 or the obstacle 148-1 by the one or moreimaging devices 162-1, 162-2, 162-3, and may execute one or more turnsor other changes in course to remain at a safe distance from the accesspoint 141-3 or the obstacle 148-2. As is further shown in FIG. 1J, theautonomous vehicle 150 may report information or data regarding thepresence and locations of the access point 141-3 or the obstacle 148-1,or any other operational conditions or statuses affecting the route135-3, to the server 192 over the network 180. The server 192 mayutilize any information or data received from the autonomous vehicle150, or from any other autonomous vehicles or other systems or machines(not shown), to update one or more of the baseline map 105, the sets ofdata 120, 122, 124, or any customized navigation maps generated basedthereon, in accordance with the present disclosure.

As is shown in FIG. 1K, upon arriving at the building 145-2 via thethird route 135-3, the autonomous vehicle 150 may select one of theaccess points 141-1, 141-2 for entering the building 145-2 on any basis.In some embodiments, the autonomous vehicle 150 may be programed withlocation data (e.g., geolocations) of the access points 141-1, 141-2,and configured to select one of the access points 141-1, 141-2 as aprimary access point, and to select the other of the access points141-1, 141-2 as a backup (or secondary) access point, e.g., when theprimary access point is unavailable. In some embodiments, the autonomousvehicle 150 may be configured to capture information or data (e.g.,imaging data) upon arriving at the building 145-2, e.g., by the imagingdevices 162-1, 162-2, 162-3 or by any other sensor, and to automaticallyidentify the access points 141-1, 141-2 based on the information or datacaptured therefrom, e.g., imaging data, by detecting doors or otherentryways, flows of traffic including humans and/or machines, or anyother attributes of access points, before selecting one of the accesspoints 141-1, 141-2 for accessing the building 145-2. For example, insuch embodiments, the autonomous vehicle 150 may be programmed orotherwise configured to determine whether one or both of the accesspoints 141-1, 141-2 is accessible based on such information or data, andto contact the customer 140, e.g., via the smartphone 142, upondetermining that one of the access points 141-1, 141-2 is accessible orin the event that neither of the access points 141-1, 141-2 isaccessible. Alternatively, the autonomous vehicle 150 may be programmedto return to the fulfillment center 130 upon determining that neither ofthe access points 141-1, 141-2 is accessible. In some embodiments, oneof the access points 141-1, 141-2 may be selected by the customer 140 orone or more other designated individuals, and the autonomous vehicle 150may be instructed to travel to the selected one of the access points141-1, 141-2.

As is shown in FIG. 1L, after selecting the access point 141-1, theautonomous vehicle 150 may enter the building 145-2 and attempt toaccess one of a plurality of elevators 143-1, 143-2, 143-3 therein. Forexample, the autonomous vehicle 150 may be configured to deliver theitem to the destination specified by the customer 140 via any one of theelevators 143-1, 143-2, 143-3, e.g., where each of the elevators 143-1,143-2, 143-3 has a common or standard size that may accommodate theautonomous vehicle 150. In some embodiments, the autonomous vehicle 150may be configured to transmit wireless codes, signals or otherinformation to trigger a response from one or more of the elevators143-1, 143-2, 143-3, e.g., to select a floor at the location 145. Insome other embodiments, the autonomous vehicle 150 may include one ormore robotic arms or other implements that are configured to contact oneor more buttons or other interactive features for selecting a floor atthe location 145. Alternatively, where none of the elevators 143-1,143-2, 143-3 is sufficiently sized to accommodate the autonomous vehicle150, the autonomous vehicle 150 may deliver the item to the destinationspecified by the customer 140 via the elevator 143-4.

In some embodiments, upon entering the building 145-2, the autonomousvehicle 150 may be programmed to transition from navigation by GPSsignals or one or more outdoor navigation systems to navigation by wayof the imaging devices 162-1, 162-2, 162-3, according to the customizedindoor map 125-2, which includes information or data regarding aplurality of paths or routes extending from each of the access points141-1, 141-2 to the destination within the building 145-2 specified bythe customer 140. For example, the autonomous vehicle 150 may beprogrammed to detect and recognize a specific one of the elevators143-1, 143-2, 143-3 based on imaging data captured by the imagingdevices 162-1, 162-2, 162-3, and to travel within the building 145-2along one or more of the paths or routes in accordance with thecustomized indoor map 125-2, e.g., by ascending to the destinationspecified by the customer 140 within the selected one of the elevators143-1, 143-2, 143-3. The imaging data captured by the imaging devices162-1, 162-2, 162-3 may be processed to recognize attributes of thebuilding 145-2, such as landmarks, surface features, alphanumericcharacters or other identifiers of floors, spaces or other featureswithin the building 145-2. Alternatively, where the building 145-2 isequipped with one or indoor positioning system sensors configured tocapture and interpret light waves, radio waves, magnetic fields,acoustic signals, or other sensory information, and the autonomousvehicle 150 may determine its position or navigate within the building145-2 based on signals received from such indoor positioning systems.

As is shown in FIG. 1M, upon reaching a floor of the destinationspecified by the customer 140, the autonomous vehicle 150 may depart theelevator 143-2 and travel to meet the customer 140 at the destination,guided by imaging data captured by one or more of the imaging devices162-1, 162-2, 162-3. In some embodiments, the autonomous vehicle 150 maybe configured to complete an attended delivery, e.g., where the customer140 or a designated recipient awaits the item, and receives the itemfrom the autonomous vehicle 150, such as is shown in FIG. 1M. In someembodiments, the autonomous vehicle 150 may be configured to complete anunattended delivery, e.g., by depositing the item at or near thedestination specified by the customer 140, such as by a robotic arm orother feature. In some embodiments, the autonomous vehicle 150 may beconfigured to complete both attended and unattended deliveries.

Accordingly, the systems and methods of the present disclosure aredirected to generating customized navigation maps for one or moreautonomous vehicles, and identifying optimal routes, viz., outdoor andindoor routes, for the performance of one or more tasks by suchvehicles. The customized navigation maps may be generated for theoperation of an autonomous vehicle within an area or environment basedon baseline maps or mapping data, e.g., existing maps, GIS data, imagingdata or the like, which may be augmented by one or more layers ofinformation or data regarding available infrastructure or featureswithin the area or environment, as well as attributes of the autonomousvehicles (e.g., dimensions, operating characteristics or otherattributes), and any prevailing operational or environmental conditionswithin the area or environment. The customized navigation maps may beupdated from time to time, as the availability of infrastructure orfeatures within the area or environment changes for any reason, e.g., ona continuous basis, as information or data regarding such infrastructureor features is received. Once the customized navigation maps have beenupdated, the customized navigation maps may be used to determine optimalroutes for autonomous vehicles during the performance of tasks, such asa delivery of an item to a destination. Where optimal routes aregenerated for a plurality of autonomous vehicles, one of the vehiclesmay be selected for the performance of a task based on the optimalroutes.

The autonomous vehicles of the present disclosure may include a cargobay or other storage compartment, or multiple cargo bays or storagecompartments, for storing items that are being delivered from an originto a destination. Such cargo bays or storage compartments may be used tosecurely maintain items therein at any desired temperature, pressure oralignment or orientation, and to protect such items against theelements. Furthermore, in some embodiments, the autonomous vehicles mayinclude various equipment or components for determining whether a cargobay or other storage compartment is empty or includes one or more items,or for identifying specific items that are stored therein, along withequipment or components for engaging or interacting with such items. Theautonomous vehicles may also include one or more display screens (e.g.,touchscreen displays, scanners, keypads) having one or more userinterfaces for displaying information regarding such vehicles or theircontents to humans, or for receiving interactions (e.g., instructions)from such humans, or other input/output devices for such purposes.

Moreover, the autonomous vehicles of the present disclosure may includeany number of sensors such as position sensors (e.g., Global PositioningSystem receivers, or cellular transceivers configured to triangulatepositions based on signals received from multiple cellulartransmitters), imaging devices (e.g., digital cameras or other imagingdevices) or other sensors, including but not limited to speedometers,inclinometers, compasses, altimeters, gyroscopes or scanners. Theautonomous vehicles of the present disclosure may also includecommunications equipment (e.g., wired or wireless means forcommunication such as components or systems operating Wireless Fidelity,or Wi-Fi, Bluetooth, near-field communications or cellular technologiesor protocols), along with one or more power modules (e.g., batteries),which may be rechargeable, refuelable or replaceable in nature.Information or data obtained or determined by such sensors or suchcommunications equipment may be utilized in manually or automaticallycontrolling an autonomous vehicle, e.g., in causing the autonomousvehicle to travel along one or more paths or routes, to search foralternate paths or routes, or to avoid expected or unexpected hazardsencountered by the autonomous vehicle while traveling along such pathsor routes. The autonomous vehicles of the present disclosure may furtherinclude any number of computer components (e.g., processors, datastores, transceivers or input/output devices) for performing any of thetasks or executing any of the functions described herein.

In some embodiments, an autonomous vehicle may be programmed orconfigured to travel to a building or structure having one or moreaccess points, e.g., based on an optimal route determined from acustomized outdoor navigation map constructed from a baseline map of anarea or environment, and one or more layers of information or dataregarding attributes of the autonomous vehicle, as well as one or morelayers of information or data regarding available infrastructure orfeatures within the area or environment. The autonomous vehicle may thentravel to a location of the building or structure by way of the optimalroute, guided by one or more GPS signals and/or other outdoor navigationsystems. In some embodiments, upon arriving at the location of thebuilding or structure, the autonomous vehicle may be configured toexecute one or more actions in order to access the building orstructure. For example, the autonomous vehicle may be programmed withone or more geolocations of a primary or preferred access point foraccessing the building or structure, and with one or more othergeolocations of other access points (e.g., secondary or backup accesspoints) for accessing the building or structure. In some embodiments,the autonomous vehicle may be programmed to capture information or dataregarding the building or structure and to select an access point basedon prevailing conditions at the building or structure, e.g., in realtime or in near-real time, based on such conditions. In someembodiments, the autonomous vehicle may be further configured to receiveone or more selections or designations of primary or preferred accesspoints from a customer, e.g., by way of one or more interactions with acomputer device, and may be programmed to proceed to the primary accesspoint, or to one or more of the preferred access points, in a descendingorder of preference. Alternatively, in some embodiments, the autonomousvehicle may be programmed to determine whether the autonomous vehiclemay access the building or structure by way of a primary or preferredaccess point based on information or data captured thereby and, upondetermining that the building or structure is inaccessible, select asecondary or backup access point, or contact the customer for furtherinstructions.

The autonomous vehicles of the present disclosure may also be programmedor otherwise configured to automatically access one or morepredetermined or specified locations, e.g., to automatically open a dooror other entry point at a facility (e.g., a private dwelling or businesslocation), to access a public garage or other parking or standing area,or to activate an indicator within a home, an office or anotherstructure. When an order for an item stored in an autonomous vehicle isreceived, and the order is assigned to the autonomous vehicle fordelivery, the autonomous vehicle may be configured to transmit wirelesscodes, signals or other information to trigger a response from one ormore devices or machines equipped with wireless transceivers, such asgarage door openers, doorbells, lights, haptic feedback systems or othermachines or devices. Alternatively, requests or instructions forgranting access to locations on behalf of an autonomous vehicle may betransmitted by one or more external computer devices or resources to oneor more devices associated with structures at the locations, and accessto such locations may be granted accordingly. Such requests orinstructions may include access codes, authenticators, keys, tokens orsimilar information, which may be used by an autonomous vehicle toobtain access to one or more structures at a given location.

Referring to FIGS. 2A and 2B, block diagrams of components of one systemfor utilizing customized navigation maps and routes in accordance withembodiments of the present disclosure is shown. The system 200 includesa marketplace 210, a fulfillment center 230, a customer 240, a pluralityof autonomous vehicles 250-1, 250-2 . . . 250-n and a fleet managementsystem 290 that are connected to one another across a network 280, whichmay include the Internet in whole or in part. Except where otherwisenoted, reference numerals preceded by the number “2” in FIG. 2A or FIG.2B refer to elements that are similar to elements having referencenumerals preceded by the number “1” shown in FIGS. 1A through 1M.

The marketplace 210 may be any entity or individual that wishes to makeitems from a variety of sources (e.g., manufacturers, merchants, sellersor vendors) available for download, purchase, rent, lease or borrowingby customers using a networked computer infrastructure, including one ormore physical computer servers 212 and data stores 214 (e.g., databases)for hosting a network site 216. The marketplace 210 may be physically orvirtually associated with one or more storage or distributionfacilities, such as the fulfillment center 230. The network site 216 maybe implemented using the one or more servers 212, which connect orotherwise communicate with the one or more data stores 214 as well asthe network 280, as indicated by line 218, through the sending andreceiving of digital data. Moreover, the data store 214 may include anytype of information regarding items that have been made available forsale through the marketplace 210, or ordered by customers, such as thecustomer 240, from the marketplace 210, or any information or dataregarding the delivery of such items to the customers, e.g., by one ormore of the autonomous vehicles 250-1, 250-2 . . . 250-n.

The fulfillment center 230 may be any facility that is adapted toreceive, store, process and/or distribute items. As is shown in FIG. 2A,the fulfillment center 230 includes a server 232, a data store 234, andone or more computer processors 236. The fulfillment center 230 alsoincludes stations for receiving, storing and distributing items tocustomers, including but not limited to a receiving station 231, astorage area 233 and a distribution station 235.

The server 232 and/or the processors 236 may operate one or more orderprocessing and/or communication systems and/or software applicationshaving one or more user interfaces, or communicate with one or moreother computing devices or machines that may be connected to the network280, as indicated by line 238, for transmitting or receiving informationin the form of digital or analog data, or for any other purpose. Forexample, the server 232 and/or the processors 236 may also operate orprovide access to one or more reporting systems for receiving ordisplaying information or data regarding orders for items received bythe marketplace 210, or deliveries made by one or more of the autonomousvehicles 250-1, 250-2 . . . 250-n, and may provide one or moreinterfaces for receiving interactions (e.g., text, numeric entries orselections) from one or more operators, users, workers or other personsin response to such information or data. The server 232, the data store234 and/or the processor 236 may be general-purpose devices or machines,or dedicated devices or machines that feature any form of input and/oroutput peripherals such as scanners, readers, keyboards, keypads,touchscreens or like devices, and may further operate or provide accessto one or more engines for analyzing the information or data regardingthe workflow operations, or the interactions received from the one ormore operators, users, workers or persons.

For example, the server 232 and/or the processors 236 may be configuredto determine an optimal path or route between two locations for theexecution of a given task by one or more of the autonomous vehicles250-1, 250-2 . . . 250-n on any basis, such as according to one or moretraditional shortest path or shortest route algorithms such asDijkstra's Algorithm, Bellman-Ford Algorithm, Floyd-Warshall Algorithm,Johnson's Algorithm or a hub labeling technique. The server 232 and/orthe processors 236 may be configured to identify levels of inventorydistributed at the fulfillment center 230, or in one or more otherfulfillment centers, and to identify an optimal path to be traveled byone or more of the autonomous vehicles 250-1, 250-2 . . . 250-n in orderto obtain each of the items included in an order and to deliver suchitems to a customer or other destination. Additionally, the server 232and/or the processor 236 may determine which of the autonomous vehicles250-1, 250-2 . . . 250-n is appropriately equipped to perform specificsteps of a task, based on a proximity to one or more other autonomousvehicles or other vehicles, as well as a given destination or otherlocation, or on any other relevant factor or basis. The server 232and/or the processor 236 may also identify appropriate locations orrendezvous points where one or more humans, vehicles or other machinesmay meet in order to collaborate for any purpose, including but notlimited to the delivery of an item.

The receiving station 231 may include any apparatuses that may berequired in order to receive shipments of items at the fulfillmentcenter 230 from one or more sources and/or through one or more channels,including but not limited to docks, lifts, cranes, jacks, belts or otherconveying apparatuses for obtaining items and/or shipments of items fromcarriers such as cars, trucks, trailers, freight cars, container shipsor cargo aircraft (e.g., manned aircraft or unmanned aircraft, such asdrones), as well as one or more of the autonomous vehicles 250-1, 250-2. . . 250-n, and preparing such items for storage or distribution tocustomers. The storage area 233 may include one or more predefinedtwo-dimensional or three-dimensional spaces for accommodating itemsand/or containers of such items, such as aisles, rows, bays, shelves,slots, bins, racks, tiers, bars, hooks, cubbies or other like storagemeans, or any other appropriate regions or stations. The distributionstation 235 may include one or more regions or stations where items thathave been retrieved from a designated storage area may be evaluated,prepared and packed for delivery from the fulfillment center 230 tolocations or destinations specified by customers, e.g., by way of one ormore of the autonomous vehicles 250-1, 250-2 . . . 250-n, or any othervehicle of any type, e.g., cars, trucks, trailers, freight cars,container ships or cargo aircraft (e.g., manned aircraft or unmannedaircraft, such as drones). Such locations or destinations may include,but are not limited to, facilities having specific addresses or othergeocoded identifiers (e.g., dwellings or businesses), as well as storagelockers or other temporary storage or receiving facilities. Those ofordinary skill in the pertinent art will recognize that shipments ofitems arriving at the receiving station 231 may be processed, and theitems placed into storage within the storage areas 233 or,alternatively, transferred directly to the distribution station 235, or“cross-docked,” for prompt delivery to one or more customers.

The fulfillment center 230 may further include one or more controlsystems that may generate instructions for conducting operations at oneor more of the receiving station 231, the storage area 233 or thedistribution station 235. Such control systems may be associated withthe server 232, the data store 234 and/or the processor 236, or with oneor more other computing devices or machines, and may communicate withthe receiving station 231, the storage area 233 or the distributionstation 235 within the fulfillment center 230 by any known wired orwireless means, or with the marketplace 210, the customer 240 or one ormore of the autonomous vehicles 250-1, 250-2 . . . 250-n over thenetwork 280, as indicated by line 238, through the sending and receivingof digital data.

Additionally, the fulfillment center 230 may include one or more systemsor devices (not shown in FIG. 2A or FIG. 2B) for determining locationsof one or more elements therein, such as cameras or other imagerecording devices. Furthermore, the fulfillment center 230 may alsoinclude one or more workers or staff members (not shown in FIG. 2A orFIG. 2B), who may handle or transport items within the fulfillmentcenter 230. Such workers may operate one or more computing devices ormachines for registering the receipt, retrieval, transportation orstorage of items within the fulfillment center, or a general-purposedevice such a personal digital assistant, a digital media player, asmartphone, a tablet computer, a desktop computer or a laptop computer,and may include any form of input and/or output peripherals such asscanners, readers, keyboards, keypads, touchscreens or like devices.

The customer 240 may be any entity or individual that wishes todownload, purchase, rent, lease, borrow or otherwise obtain items (whichmay include goods, products, services or information of any type orform) from the marketplace 210, e.g., for delivery by one or more of theautonomous vehicles 250-1, 250-2 . . . 250-n. The customer 240 mayutilize one or more computing devices 242 (e.g., a smartphone, a tabletcomputer, a laptop computer, a desktop computer, or computing devicesprovided in wristwatches, televisions, set-top boxes, automobiles or anyother appliances or machines), or any other like machine, that mayoperate or access one or more software applications 244, such as a webbrowser or a shopping application, and may be connected to or otherwisecommunicate with the marketplace 210, the fulfillment center 230 or theautonomous vehicles 250-1, 250-2 . . . 250-n through the network 280, asindicated by line 248, by the transmission and receipt of digital data.

The autonomous vehicles 250-1, 250-2 . . . 250-n may be any type or formof self-powered vehicle capable of being programmed or otherwiseconfigured for autonomous travel between two points along one or morepaths or routes, in furtherance of the performance of one or more tasks,such as the delivery of an item from the fulfillment center 230 to thecustomer 240, based on one or more computer instructions. For example,one or more of the autonomous vehicles 250-1, 250-2 . . . 250-n may beprogrammed with one or more paths or routes of a customized navigationmap generated for a respective one of the autonomous vehicles 250-1,250-2 . . . 250-n, or otherwise configured to travel along an optimalpath or route between two locations for the execution of a given task onany basis, such as according to one or more traditional shortest path orshortest route algorithms such as Dijkstra's Algorithm, Bellman-FordAlgorithm, Floyd-Warshall Algorithm, Johnson's Algorithm or a hublabeling technique. Such optimal paths or routes may, in someembodiments, have been determined from customized navigation mapsgenerated for the specific autonomous vehicles 250-1, 250-2 . . . 250-n.Additionally, in some embodiments, the autonomous vehicles 250-1, 250-2. . . 250-n may be programmed with locations of access points associatedwith delivery addresses, as well as instructions for operating one ormore access systems or features such as manually or automaticallyactivated doors (e.g., hinged, revolving, or sliding doors) or anywirelessly activated systems within one or more structures, such aswireless door openers (e.g., standard doors equipped with keyless accesssystems, as well as garage doors, pet doors or other access doors),wireless doorbells, or any other systems (e.g., feedback devices of anykind).

Each of the autonomous vehicles 250-1, 250-2 . . . 250-n shown in FIG.2A, which may be represented in FIG. 2B as an autonomous vehicle 250-i,may include one or more computer components such as a processor 252-i, amemory 254-i and a transceiver 256-i in communication with one or moreother computer devices that may be connected to the network 280, asindicated by line 258-i, in order to transmit or receive information inthe form of digital or analog data, or for any other purpose. Forexample, the autonomous vehicle 250-i may receive instructions or otherinformation or data via the transceiver 256-i regarding an item that isto be delivered from the fulfillment center 230 to the customer 240 viaone or more paths or routes from the marketplace server 212, thefulfillment center server 232, the customer computing device 242 and/orone or more servers 292 of the fleet management system 290, or from anyother computing device over the network 280. The transceiver 256-i maybe configured to enable the autonomous vehicle 250-i to communicatethrough one or more wired or wireless means, e.g., wired technologiessuch as Universal Serial Bus (or “USB”) or fiber optic cable, orstandard wireless protocols such as Bluetooth® or any Wireless Fidelity(or “Wi-Fi”) protocol, such as over the network 280 or directly.

The transceiver 256-i may further include or be in communication withone or more input/output (or “I/O”) interfaces, network interfacesand/or input/output devices, and may be configured to allow informationor data to be exchanged between one or more of the components of theautonomous vehicle 250-i, or to one or more other computer devices orsystems (e.g., other aerial vehicles, not shown) via the network 280.For example, in some embodiments, the transceiver 256-i may beconfigured to coordinate I/O traffic between the processor 252-i and oneor more onboard or external computer devices or components. Thetransceiver 256-i may perform any necessary protocol, timing or otherdata transformations in order to convert data signals from a firstformat suitable for use by one component into a second format suitablefor use by another component. In some embodiments, the transceiver 256-imay include support for devices attached through various types ofperipheral buses, e.g., variants of the Peripheral ComponentInterconnect (PCI) bus standard or the Universal Serial Bus (USB)standard. In some other embodiments, functions of the transceiver 256-imay be split into two or more separate components, or incorporateddirectly into the processor 252-i.

As is also shown in FIG. 2B, the autonomous vehicle 250-i also includesone or more control systems 260-i, as well as one or more sensors 262-i,one or more power modules 264-i, one or more navigation modules 266-i,and one or more user interfaces 268-i. As is also shown in FIG. 2B, theautonomous vehicle 250-i further includes one or more control systems260-i, as well as one or more sensors 262-i, one or more power modules264-i, one or more navigation modules 266-i, and one or more userinterfaces 268-i. Additionally, the autonomous vehicle 250-i furtherincludes one or more motors 270-i, one or more steering systems 272-iand one or more item engagement systems (or devices) 274-i.

The control system 260-i may include one or more software applicationsor hardware components configured for controlling or monitoringoperations of one or more components such as the sensor 262-i, the powermodule 264-i, the navigation module 266-i, or the user interfaces 268-i,as well as the motors 270-i, the steering systems 272-i and the itemengagement systems 274-i, e.g., by receiving, generating, storing and/ortransmitting one or more computer instructions to such components. Thecontrol system 260-i may communicate with the marketplace 210, thefulfillment center 230 and/or the customer 240 over the network 280, asindicated by line 258-i, through the sending and receiving of digitaldata.

The sensor 262-i may be a position sensor such as a GPS receiver incommunication with one or more orbiting satellites or other componentsof a GPS system 285, or any other device or component for determininggeolocations (e.g., geospatially-referenced point that precisely definesan exact location in space with one or more geocodes, such as a set ofgeographic coordinates, e.g., a latitude and a longitude, and,optionally, an elevation that may be ascertained from signals (e.g.,trilateration data or information) or geographic information system (or“GIS”) data, of the autonomous vehicle 250-i. Geolocations of the sensor262-i may be associated with the autonomous vehicle 250-i, whereappropriate. Alternatively, the sensor 262-i may be further configuredto receive one or more signals from indoor positioning systems, e.g.,light waves, radio waves, magnetic fields, acoustic signals, or othersensory information, and the autonomous vehicle 250-i may determine itsposition or navigate one or more buildings or structures based on suchsignals.

The sensor 262-i may also be an imaging device including any form ofoptical recording sensor or device (e.g., digital cameras, depth sensorsor range cameras, infrared cameras, radiographic cameras or otheroptical sensors) that may be configured to photograph or otherwisecapture imaging data (e.g., still or moving images in color or black andwhite that may be captured at any frame rates, or depth imaging datasuch as ranges), or associated audio information or data, or metadata,regarding objects or activities occurring within a vicinity of theautonomous vehicle 250-i, or for any other purpose. For example, thesensor 262-i may be configured to capture or detect reflected light ifthe reflected light is within a field of view of the sensor 262-i, whichis defined as a function of a distance between an imaging sensor and alens within the sensor 262-i, viz., a focal length, as well as alocation of the sensor 262-i and an angular orientation of the lens.Accordingly, where an object appears within a depth of field, or adistance within the field of view where the clarity and focus issufficiently sharp, the sensor 262-i may capture light that is reflectedoff objects of any kind to a sufficiently high degree of resolutionusing one or more sensors thereof, and store information regarding thereflected light in one or more data files.

The sensor 262-i may also include manual or automatic features formodifying a field of view or orientation. For example, the sensor 262-imay be a digital camera configured in a fixed position, or with a fixedfocal length (e.g., fixed-focus lenses) or angular orientation.Alternatively, the sensor 262-i may include one or more actuated ormotorized features for adjusting a position of the sensor 262-i, or foradjusting either the focal length (e.g., zooming the imaging device) orthe angular orientation (e.g., the roll angle, the pitch angle or theyaw angle), by causing a change in the distance between the imagingsensor and the lens (e.g., optical zoom lenses or digital zoom lenses),a change in the location of the sensor 262-i, or a change in one or moreof the angles defining the angular orientation of the sensor 262-i.

For example, the sensor 262-i may be an imaging device that ishard-mounted to a support or mounting that maintains the imaging devicein a fixed configuration or angle with respect to one, two or threeaxes. Alternatively, however, the sensor 262-i may be provided with oneor more motors and/or controllers for manually or automaticallyoperating one or more of the components, or for reorienting the axis ordirection of the sensor 262-i, i.e., by panning or tilting the sensor262-i. Panning the sensor 262-i may cause a rotation within a horizontalplane or about a vertical axis (e.g., a yaw), while tilting the sensor262-i may cause a rotation within a vertical plane or about a horizontalaxis (e.g., a pitch). Additionally, the sensor 262-i may be rolled, orrotated about its axis of rotation, and within a plane that isperpendicular to the axis of rotation and substantially parallel to afield of view of the sensor 262-i.

Imaging data (e.g., still or moving images, as well as associated audiodata or metadata) captured using the sensor 262-i may be processedaccording to any number of recognition techniques. In some embodiments,edges, contours, outlines, colors, textures, silhouettes, shapes orother characteristics of objects, or portions of objects, expressed instill or moving digital images may be identified using one or morealgorithms or machine-learning tools. The objects or portions of objectsmay be stationary or in motion, and may be identified at single, finiteperiods of time, or over one or more periods or durations. Suchalgorithms or tools may be directed to recognizing and markingtransitions (e.g., the edges, contours, outlines, colors, textures,silhouettes, shapes or other characteristics of objects or portionsthereof) within the digital images as closely as possible, and in amanner that minimizes noise and disruptions, and does not create falsetransitions. Some detection algorithms or techniques that may beutilized in order to recognize characteristics of objects or portionsthereof in digital images in accordance with the present disclosureinclude, but are not limited to, Canny edge detectors or algorithms;Sobel operators, algorithms or filters; Kayyali operators; Roberts edgedetection algorithms; Prewitt operators; Frei-Chen methods; or any otheralgorithms or techniques that may be known to those of ordinary skill inthe pertinent arts.

The sensor 262-i may further be one or more compasses, speedometers,altimeters, thermometers, barometers, hygrometers, gyroscopes, airmonitoring sensors (e.g., oxygen, ozone, hydrogen, carbon monoxide orcarbon dioxide sensors), ozone monitors, pH sensors, magnetic anomalydetectors, metal detectors, radiation sensors (e.g., Geiger counters,neutron detectors, alpha detectors), accelerometers, ranging sensors(e.g., radar or LIDAR ranging sensors) or sound sensors (e.g.,microphones, piezoelectric sensors, vibration sensors or othertransducers for detecting and recording acoustic energy from one or moredirections).

The sensor 262-i may also be an item identification sensor that mayinclude a bar code scanner, a radiofrequency identification (or RFID)reader, or other technology that is utilized to determine anidentification of an item that is being retrieved or deposited, or hasbeen retrieved or deposited, by the autonomous vehicle 250-i. In someembodiments, the sensor 262-i may be provided within a cargo bay orother storage component of the autonomous vehicle 250-i, such as apresence detection sensor and/or a motion sensor for detecting thepresence or absence of one or more objects within the cargo bay orstorage compartment, or movement of objects therein.

The sensor 262-i may be further configured to capture, record and/oranalyze information or data regarding its positions, velocities,accelerations or orientations of the autonomous vehicle 250-i, and toanalyze such data or information by one or more means, e.g., byaggregating or summing such data or information to form one or morequalitative or quantitative metrics of the movement of the sensor 262-i.For example, a net vector indicative of any and all relevant movementsof the autonomous vehicle 250-i, including but not limited to physicalpositions, velocities, accelerations or orientations of the sensor262-i, may be derived. Additionally, coefficients or scalars indicativeof the relative movements of the autonomous vehicle 250-i may also bedefined.

The power module 264-i may be any type of power source for providingelectrical power, mechanical power or other forms of power in support ofone or more electrical or mechanical loads aboard the autonomous vehicle250-i. In some embodiments, the power module 264-i may include one ormore batteries or other power cells, e.g., dry cell or wet cellbatteries such as lead-acid batteries, lithium ion batteries, nickelcadmium batteries or nickel metal hydride batteries, or any other type,size or form of batteries. The power module 264-i may each have any cellvoltages, peak load currents, charge times, specific energies, internalresistances or cycle lives, or other power ratings. The power module264-i may also be any type, size or form of other power source, e.g.,other than a battery, including but not limited to one or more fuelcells, turbines, solar cells or nuclear reactors. Alternatively, thepower module 264-i may be another form of prime mover (e.g., electric,gasoline-powered or any other type of motor) capable of generatingsufficient mechanical forces for the autonomous vehicle 250-i.

The navigation module 266-i may include one or more softwareapplications or hardware components including or having access toinformation or data regarding aspects of transportation systems within agiven region, including the locations, dimensions, capacities,conditions, statuses or other attributes of various paths or routes inthe region. For example, the navigation module 266-i may receive inputsfrom the sensor 262-i, e.g., from a GPS receiver, an imaging device oranother sensor, and determine an optimal direction and/or an optimalspeed of the autonomous vehicle 250-i for travelling on a given path orroute based on such inputs. The navigation module 266-i may select apath or route to be traveled upon by the autonomous vehicle 250-i, andmay provide information or data regarding the selected path or route tothe control system 260-i.

The user interface 268-i may be configured to receive and provideinformation to human users of the autonomous vehicle 250-i and mayinclude, but is not limited to, a display, (e.g., a touch-screendisplay), a scanner, a keypad, a biometric scanner, an audio transducer,one or more speakers, one or more imaging devices such as a videocamera, and any other types of input or output devices that may supportinteraction between the autonomous vehicle 250-i and a human user. Invarious embodiments, the user interface 268-i may include a variety ofdifferent features. For example, in one embodiment, the user interface268-i may include a relatively small display and/or a keypad forreceiving inputs from human users. In other embodiments, inputs forcontrolling the operation of the autonomous vehicle 250-i may beprovided remotely. For example, in order to access a storagecompartment, a human user may send a text message to or reply to a textmessage from the control system 260-i and request that a door or otheraccess portal be opened in order to enable the user to access an itemtherein. In various implementations, the autonomous vehicle 250-i mayhave capabilities for directly receiving such signals from a user deviceor other device (e.g., a device inside a user's residence) that providesa signal to open the storage compartment door.

The motor 270-i may be any type or form of motor or engine (e.g.,electric, gasoline-powered or any other type of motor) that is capableof providing sufficient rotational forces to one or more axles, shaftsand/or wheels for causing the autonomous vehicle 250-i and any itemstherein to travel in a desired direction and at a desired speed. In someembodiments, the autonomous vehicle 250-i may include one or moreelectric motors having any number of stators, poles and/or windings,such as an outrunner or an inrunner brushless direct current (DC) motor,or any other motors, having any speed rating, power rating or any otherrating.

The steering system 272-i may be any system for controlling a directionof travel of the autonomous vehicle 250-i. The steering system 272-i mayinclude any number of automatically operable gears (e.g., racks andpinions), gear boxes, shafts, shaft assemblies, joints, servos,hydraulic cylinders, linkages or other features for repositioning one ormore wheels to cause the autonomous vehicle 250-i to travel in a desireddirection.

The item engagement system 274-i may be any mechanical component, e.g.,a robotic arm, for engaging an item or for disengaging the item, asdesired. For example, when the autonomous vehicle 250-i is tasked withdelivering items from an origin to a destination, the item engagementsystem 274-i may be used to engage the items at the origin and todeposit the items in a cargo bay or other storage compartment prior todeparting. After the autonomous vehicle 250-i arrives at thedestination, the item engagement system 274-i may be used to retrievethe items within the cargo bay or storage compartment, and deposit theitems or materials in a desired location at the destination.

In some embodiments, the autonomous vehicle 250-i may be programmed orconfigured to perform one or more missions or tasks in an integratedmanner. For example, the control system 260-i may be programmed toinstruct the autonomous vehicle 250-i to travel to an origin, e.g., thefulfillment center 230, and to begin the performance of a task there,such as by retrieving an item at the origin using the item engagementsystem 274-i, before proceeding to a destination, e.g., the customer240, along a selected route (e.g., an optimal route). In someembodiments, the selected route may be determined based on a customizednavigation map prepared for the autonomous vehicle 250-i, e.g., based ona baseline map, as well as any information or data regarding availabletransportation infrastructure or features, and any attributes of theautonomous vehicle 250-i. Along the way, the control system 260-i maycause the motor 270-i to operate at any predetermined speed and causethe steering system 272-i to orient the autonomous vehicle 250-i in apredetermined direction or otherwise as necessary to travel along theselected route, e.g., based on information or data received from orstored in the navigation module 266-i. The control system 260-i mayfurther cause the sensor 262-i to capture information or data (includingbut not limited to imaging data) regarding the autonomous vehicle 250-iand/or its surroundings along the selected route. The control system260-i or one or more other components of the autonomous vehicle 250-imay be programmed or configured as necessary in order to execute anyactions associated with a given task, in accordance with the presentdisclosure.

Any combination of networks or communications protocols may be utilizedin accordance with the systems and methods of the present disclosure.For example, each of the autonomous vehicles 250-1, 250-2 . . . 250-nmay be configured to communicate with one another or with themarketplace server 212, the fulfillment center server 232 and/or thecustomer computer 242 via the network 280, such as is shown in FIGS. 2Aand 2B, e.g., via an open or standard protocol such as Wi-Fi.Alternatively, each of the autonomous vehicles 250-1, 250-2 . . . 250-nmay be configured to communicate with one another directly outside of acentralized network, such as the network 280, e.g., by a wirelessprotocol such as Bluetooth, in which two or more of the autonomousvehicles 250-1, 250-2 . . . 250-n may be paired with one another.

The fleet management system 290 includes one or more physical computerservers 292 having a plurality of databases 294 associated therewith, aswell as one or more computer processors 296 provided for any specific orgeneral purpose, including but not limited to the generation ofcustomized navigation maps for one or more of the autonomous vehicles250-1, 250-2 . . . 250-n. The servers 292 may be connected to orotherwise communicate with the databases 294 and the processors 296. Thedatabases 294 may store any type of information or data, including butnot limited to mapping data (such as GIS data), imaging data, acousticsignals or any other information or data. The servers 292 and/or thecomputer processors 296 may also connect to or otherwise communicatewith the network 280, as indicated by line 298, through the sending andreceiving of digital data. For example, the fleet management system 290may include any facilities, stations or locations having the ability orcapacity to receive and store information or data in one or more datastores, e.g., data files received from any of the autonomous vehicles250-1, 250-2 . . . 250-n, one or more other external computer systems(not shown) via the network 280. In some embodiments, the fleetmanagement system 290 may be provided in a physical location. In othersuch embodiments, the fleet management system 290 may be provided in oneor more alternate or virtual locations, e.g., in a “cloud”-basedenvironment. In still other embodiments, the fleet management system 290may be provided onboard one or more of the autonomous vehicles 250-1,250-2 . . . 250-n.

For example, the fleet management system 290 of FIG. 2 may beindependently provided for the purpose of generating or receivingbaseline maps of an area or environment, e.g., based on existing maps,GIS data, imaging data, or other data, and receiving information or dataregarding indoor or outdoor transportation infrastructure or features inthe area or environment. The fleet management system 290 may also beprovided for the purpose of generating customized navigation maps forone or more of the autonomous vehicles 250-1, 250-2 . . . 250-n based onthe baseline maps, as well as the information or data regarding theindoor or outdoor transportation infrastructure or features. The fleetmanagement system 290 may also be provided for the purpose of updatingcustomized navigation maps on a periodic, near-real time or real timebasis, as information or data is received regarding the transportationinfrastructure or features or the autonomous vehicles 250-1, 250-2 . . .250-n.

In some embodiments, the fleet management system 290 of FIG. 2 may alsobe provided for the purpose of receiving, tracking and/or otherwisemonitoring the operations of one or more of the autonomous vehicles250-1, 250-2 . . . 250-n, including but not limited to any informationor data regarding attributes of the autonomous vehicles 250-1, 250-2 . .. 250-n, or tasks being performed by the autonomous vehicles 250-1,250-2 . . . 250-n, as well as operational or environmental conditions,traffic conditions, ground or surface conditions, weather conditions,planned or ongoing construction or other events, or any other factorsthat may affect the capacity of one or more paths or routes within areasin which such autonomous vehicles 250-1, 250-2 . . . 250-n are operatingor have operated.

The fleet management system 290 may also be configured to determine anoptimal path or route between two locations for the execution of a giventask based on a customized navigation map, e.g., according to one ormore traditional shortest path or shortest route algorithms such asDijkstra's Algorithm, Bellman-Ford Algorithm, Floyd-Warshall Algorithm,Johnson's Algorithm or a hub labeling technique. The fleet managementsystem 290 may also be configured to determine whether a route beingtraveled by one or more of the autonomous vehicles 250-1, 250-2 . . .250-n is optimal or preferred for a given mission or task, or tocommunicate instructions for varying the route to the autonomousvehicles 250-1, 250-2 . . . 250-n. The fleet management system 290 mayalso be configured to control or direct the operations of one or more ofthe autonomous vehicles 250-1, 250-2 . . . 250-n, such as by determiningwhich of the autonomous vehicles 250-1, 250-2 . . . 250-n is best suitedto perform a given task, as well as one or more paths to be traveled bythe autonomous vehicles 250-1, 250-2 . . . 250-n between two or morelocations while performing the task. The fleet management system 290 mayfurther utilize any available information or data in determining acapacity of a given path or route, or whether such capacity may haveincreased or decreased. The number and/or type of information or datathat may be received and/or processed or utilized by the fleetmanagement system 290 are not limited.

The computers, servers, devices and the like described herein have thenecessary electronics, software, memory, storage, databases, firmware,logic/state machines, microprocessors, communication links, displays orother visual or audio user interfaces, printing devices, and any otherinput/output interfaces to provide any of the functions or servicesdescribed herein and/or achieve the results described herein. Also,those of ordinary skill in the pertinent art will recognize that usersof such computers, servers, devices and the like may operate a keyboard,keypad, mouse, stylus, touch screen, or other device (not shown) ormethod to interact with the computers, servers, devices and the like, orto “select” an item, link, node, hub or any other aspect of the presentdisclosure.

Those of ordinary skill in the pertinent arts will understand thatprocess steps described herein as being performed by a “marketplace,” a“fulfillment center” a “customer,” an “autonomous vehicle,” a “fleetmanagement system” or like terms, may be automated steps performed bytheir respective computer systems, or implemented within softwaremodules (or computer programs) executed by one or more general purposecomputers. Moreover, process steps described as being performed by a“marketplace,” a “fulfillment center,” a “customer,” an “autonomousvehicle” or a “fleet management system” may be typically performed by ahuman operator, but could, alternatively, be performed by an automatedagent. Furthermore, any of the functions described herein as beingperformed by one or more computer devices or components of the fleetmanagement system 290 (e.g., the server 292) may also be performed byone or more computer devices or components of the online marketplace 210and/or the fulfillment center 230 (e.g., the server 212 and/or theserver 232), and vice versa. For example, the fleet management system290 may be directly associated with one or both of the onlinemarketplace 210 and the fulfillment center 230, or provided or operatedseparately.

The marketplace 210, the fulfillment center 230, the customer 240, theautonomous vehicles 250-1, 250-2 . . . 250-n or the fleet managementsystem 290 may use any web-enabled or Internet applications or features,or any other client-server applications or features including electronicmail (or E-mail), or other messaging techniques, to connect to thenetwork 280 or to communicate with one another, such as through short ormultimedia messaging service (SMS or MMS) text messages, social networkmessages, online marketplace messages, telephone calls or the like. Forexample, the fulfillment center 230 and/or the server 232 may be adaptedto transmit information or data in the form of synchronous orasynchronous messages to the marketplace 210 and/or the server 212, thecustomer 240 and/or the computing device 242, the autonomous vehicles250-1, 250-2 . . . 250-n and/or the control system 260-i or the fleetmanagement system 290, or any other computer device in real time or innear-real time, or in one or more offline processes, via the network280. Those of ordinary skill in the pertinent art would recognize thatthe marketplace 210, the fulfillment center 230, the customer 240, theautonomous vehicles 250-1, 250-2 . . . 250-n or the fleet managementsystem 290 may operate any of a number of computing devices that arecapable of communicating over the network, including but not limited toset-top boxes, personal digital assistants, digital media players, webpads, laptop computers, desktop computers, electronic book readers, andthe like. The protocols and components for providing communicationbetween such devices are well known to those skilled in the art ofcomputer communications and need not be described in more detail herein.

The data and/or computer executable instructions, programs, firmware,software and the like (also referred to herein as “computer executable”components) described herein may be stored on a computer-readable mediumthat is within or accessible by computers or computer components such asthe servers 212, 232, 292, the computing devices 242, the processors252-i, 296, or any other computers or control systems utilized by themarketplace 210, the fulfillment center 230, the customer 240, theautonomous vehicles 250-1, 250-2 . . . 250-n, the fleet managementsystem 290, and having sequences of instructions which, when executed bya processor (e.g., a central processing unit, or “CPU”), cause theprocessor to perform all or a portion of the functions, services and/ormethods described herein. Such computer executable instructions,programs, software and the like may be loaded into the memory of one ormore computers using a drive mechanism associated with the computerreadable medium, such as a floppy drive, CD-ROM drive, DVD-ROM drive,network interface, or the like, or via external connections.

Some embodiments of the systems and methods of the present disclosuremay also be provided as a computer executable program product includinga non-transitory machine-readable storage medium having stored thereoninstructions (in compressed or uncompressed form) that may be used toprogram a computer (or other electronic device) to perform processes ormethods described herein. The machine-readable storage medium mayinclude, but is not limited to, hard drives, floppy diskettes, opticaldisks, CD-ROMs, DVDs, ROMs, RAMs, erasable programmable ROMs (“EPROM”),electrically erasable programmable ROMs (“EEPROM”), flash memory,magnetic or optical cards, solid-state memory devices, or other types ofmedia/machine-readable medium that may be suitable for storingelectronic instructions. Further, embodiments may also be provided as acomputer executable program product that includes a transitorymachine-readable signal (in compressed or uncompressed form). Examplesof machine-readable signals, whether modulated using a carrier or not,may include, but are not limited to, signals that a computer system ormachine hosting or running a computer program can be configured toaccess, or including signals that may be downloaded through the Internetor other networks.

As is discussed above, in some embodiments, the systems and methods ofthe present disclosure may be used to generate customized navigationmaps for specific autonomous vehicles within an area based on availableinfrastructure or features within the area, and attributes of theautonomous vehicles. The customized navigation maps may be used togenerate paths or routes, e.g., optimal paths or routes, to be traveledby the autonomous vehicles during the performance of tasks, such as thedelivery of items from one location within the area to another locationwithin the area. Referring to FIGS. 3A and 3B, a flow chart 300 of oneprocess for utilizing customized navigation maps and routes inaccordance with embodiments of the present disclosure is shown. At box310, baseline mapping data is identified for an area. For example, thebaseline mapping data may have been previously determined or generatedfor the area and stored in one or more data stores, e.g., geolocationsor geospatially-referenced points that precisely defines locations inspace with one or more geocodes, such as sets of geographic coordinatessuch as latitudes and longitudes, and, optionally, elevations, such asgeographic information system (or “GIS”) data, or other data maintainedin one or more data stores. The baseline mapping data may also beobtained by capturing imaging data from the area, e.g., by one or moreground-based cameras, aerial cameras, or cameras carried aboard one ormore orbiting satellites. Such imaging data may be processed torecognize topographical data regarding the composition and surfacefeatures within the area or environment, as well as elevations of pointswithin the area or environment. Alternatively, the baseline mapping datamay be obtained by scanning or otherwise interpreting maps or otherrepresentations of the area, e.g., in an atlas or other set of maps.

At box 320, transportation infrastructure or features within the areaare identified. For example, where the area includes transportationsystems such as roads, sidewalks, crosswalks, bicycle or walking trailsor bridges, and also non-traditional transportation systems, e.g.,parks, fields, forests, lots, clearings or other spaces, thetransportation infrastructure or features may be identified in anymanner. In some embodiments, the transportation infrastructure orfeatures may be identified in same manner or from information or dataobtained from the same sources as the baseline mapping data identifiedat box 310.

At box 325, attributes of the transportation infrastructure or featureswithin the area are determined. Information or data regarding locations(e.g., latitudes, longitudes and elevations), dimensions (e.g., lengthsor widths), operating restrictions (e.g., speed limits, or dates ortimes at which the infrastructure or features are available orunavailable), capacities (e.g., numbers or volumes of traffic that maybe accommodated), or surface features (e.g., angles, orientations ortextures of such operating surfaces, or materials from which theoperating surfaces were formed) of the infrastructure or features, orany other attributes of the infrastructure or features, may beidentified or determined. Information or data regarding thetransportation infrastructure or features may be identified ordetermined from any source, e.g., from one or more networked datastores, or the like, including but not limited to the same sources asthe baseline mapping data identified at box 310. For example, theattributes of the transportation infrastructure or features may beidentified based on information or data regarding prior travel within anarea or environment including, but not limited to, one or more timestamps (e.g., times and positions of autonomous vehicles within thegiven area at such times), elapsed times between departures andarrivals, net speeds, courses, angles of orientation (e.g., a yaw, apitch or a roll), levels of traffic congestion, sizes or dimensions ofany payloads carried, operational or environmental conditions or anyother information or data that describes or represents instances ofprior travel by autonomous vehicles within the area or environment.

At box 330, dimensions and operating characteristics of the autonomousvehicle are determined. For example, dimensions of such vehicles (e.g.,heights, lengths, widths), as well as operating characteristics of suchvehicles (e.g., power levels, speeds, ranges, carrying volumes or weightlimits) may be identified in a look-up table or other data file orrecord. In some embodiments, dimensions and/or operating characteristicsof a plurality of autonomous vehicles may be determined.

At box 335, a customized navigation map is generated for the autonomousvehicle, based on the baseline mapping data, the attributes of thetransportation infrastructure or features, and the dimensions andoperating characteristics of the autonomous vehicle. For example, thecustomized navigation map may identify specific infrastructure orfeatures that are available to the autonomous vehicle, that mayaccommodate the autonomous vehicle, or that may be accessed by theautonomous vehicle, e.g., roads, sidewalks, or other infrastructure, orlots, clearings or other spaces on any basis. The customized navigationmap may exclude specific infrastructure or features that are notavailable to the autonomous vehicle, that may not accommodate theautonomous vehicle, or may not be accessed by the autonomous vehicle.For example, the customized navigation map may include sidewalks thatare wider than the autonomous vehicle, tunnels that have sufficientvertical clearance for the autonomous vehicle, terrain that may betraveled upon by the autonomous vehicle's tires or wheels, whileexcluding roads having minimum speed limits in excess of the maximumspeeds of the autonomous vehicle, paths that are subject to flooding, orbridges that are closed for temporary or long-term maintenance. In someembodiments, customized navigation maps may be generated for a pluralityof autonomous vehicles, with each of the customized navigation mapsrepresenting different infrastructure or features based on theattributes of the autonomous vehicles.

At box 340, the customized navigation map of the area generated for theautonomous vehicle is stored in one or more data stores, which may beprovided in a physical location associated with the autonomous vehiclesuch as a garage or a maintenance facility, or in one or more alternateor virtual locations, e.g., in a “cloud”-based environment.

At box 345, whether the autonomous vehicle is required to perform a taskis determined. If the autonomous vehicle is not required to perform atask, then the process advances to box 350, where updated operatingcharacteristics of the autonomous vehicles and updated attributes of thetransportation infrastructure or features are determined. In someembodiments, the characteristics of the autonomous vehicles (such aspower levels, ranges or carrying capacities or volumes), or theattributes of the transportation infrastructure or features (such aswhether a road, a sidewalk, a path, a bridge, a park, a field or a lotis open and available for travel thereon or closed for a period oftime), may be determined on a regular basis, e.g., periodically, or inreal time or near-real time. At box 355, the customized navigation mapis updated for the autonomous vehicle based on the updated operatingcharacteristics or attributes, e.g., to the extent that such operatingcharacteristics or attributes have changed, before the process returnsto box 340, wherein the updated customized navigation map is stored inthe one or more data stores.

If the autonomous vehicle is required to perform a task, however, thenthe process advances to box 360, where the location of the task to beperformed is determined. For example, where the task is the delivery ofone or more items, computer devices or resources operated by an onlinemarketplace, a fulfillment center or any other commercial entity maydetermine that the items are located within a vicinity of the autonomousvehicle, e.g., at the same location or nearby, and may dispatch orinstruct the autonomous vehicle to retrieve the ordered items fordelivery to the location, which may be a location of the customer or adestination designated by the customer. An order may be completely orpartially fulfilled by the autonomous vehicle, based on levels ofavailable inventory within the vicinity of the autonomous vehicle, whichmay collaborate with one or more humans, machines or other vehicles,such as other autonomous vehicles in fulfilling an order received fromone or more customers in the regions. The location of the task may beidentified by a specific identifier of the location, such as an address,a set of coordinates, or one or more other geocodes, or by an informalidentifier such as a name of a building or a reference to one or morenatural or artificial landmarks associated with the location.

At box 365, a location of the autonomous vehicle is determined. Forexample, where the autonomous vehicle is engaged in one or moreoperations or missions, a location of the autonomous vehicle may bedetermined by one or more onboard position sensors, e.g., GPS receivers,cellular transceivers, imaging devices or the like. Where the autonomousvehicle is stationary or is not engaged in any operations or missions, alocation of the autonomous vehicle may also be determined by one or moreonboard position sensors, such as a most recent location identified orreturned by the onboard position sensors. In some embodiments, where theautonomous vehicle is located indoors, a location of the autonomousvehicle may be determined based on information or data captured thereby,e.g., imaging data, which may be processed to recognize one or morebackground features or other aspects of an area or environment where theautonomous vehicle is located. The information or data may be processedto determine a location of the autonomous vehicle, e.g., by one or morerecognition techniques.

At box 370, operational or environmental conditions within the area aredetermined. For example, real time or near-real time weather conditions,operational hazards, congestion levels or any other relevant factors maybe determined from extrinsic sensors such as rain sensors, anemometers,traffic cameras or other traffic sensors or imaging devices incommunication with a central server, one or more nodes of a distributednetwork, or other computer system. Historical or forecasted conditionsmay be identified based on data stored in one or more data stores, orpredicted by one or more models, algorithms or techniques. In someembodiments, information or data regarding operational or environmentalconditions may be captured using sensors onboard operating autonomousvehicles, which may be reported back to the central server or othercomputer system and processed accordingly. Information or data regardingthe operational or environmental conditions may be captured ordetermined in any manner and by any method or technique in accordancewith the present disclosure.

At box 375, the customized navigation map for the autonomous vehicle isupdated based on the operational or environmental conditions within thearea, as determined at box 370. The customized navigation map may bemodified or revised to any qualitative or quantitative extent. Forexample, where prevailing operational or environmental conditionsindicate that a road is occupied by motor vehicle traffic, a parade, orany other congestion, that a bicycle path is flooded, or that a park isfilled with picnickers, the road, the bicycle path or the park may beremoved from the customized navigation map. Where the operational orenvironmental conditions indicate that construction on a sidewalk iscomplete, or that a drawbridge has closed, the sidewalk or thedrawbridge may be added to the customized navigation map. Alternatively,the customized navigation map may be updated to include flow rates orother indicators of capacity for travel thereon.

At box 380, an optimal route from the location of the autonomous vehicleto the location of the task to be performed is selected based on theupdated customized navigation map. Depending on the attributes and/orcapacities of the autonomous vehicle, the optimal route may call fortravel on any type or form of infrastructure or features. For example,the optimal route may lie entirely on roads, on sidewalks or oncrosswalks, or may pass entirely through parks or fields. Alternatively,the optimal route may include one or more paths on roads, one or morepaths on a sidewalk, one or more paths on a crosswalk, one or more pathsextending through a park and/or one or more paths extending through afield. Additionally, the optimal route may be determined based on anyfactor or element, including but not limited to times required to travelon any of the respective paths of the optimal route, costs associatedwith traveling on the respective paths, or any other intrinsic orextrinsic factors.

In some embodiments, the route may be selected according to one or moretraditional shortest path or shortest route algorithms such asDijkstra's Algorithm, Bellman-Ford Algorithm, Floyd-Warshall Algorithm,Johnson's Algorithm or a hub labeling technique. Furthermore, theoptimal route may extend directly from the location of the autonomousvehicle to the location of the task to be performed, e.g., where theautonomous vehicle is in possession of an item to be delivered to adestination, or, alternatively, through one or more interveningwaypoints, e.g., where the autonomous vehicle must travel to a locationwhere an item is located, before delivering the item to the location atwhich the task is to be performed.

At box 385, one or more instructions for causing the autonomous vehicleto travel along the optimal route in executing the task are transmittedto the autonomous vehicle, e.g., over a network, and the process ends.For example, where the task requires a delivery of one or more itemsfrom an origin (e.g., a fulfillment center or other facility) to adestination (e.g., a location specified by a customer), the items may beloaded into storage compartments or other areas of the autonomousvehicle and secured therein, and the autonomous vehicle may then travelfrom the origin to the destination in response to the one or moreinstructions. The instructions may identify specific courses and/orspeeds at which the autonomous vehicle is to travel on individual pathsof the optimal route, or along the optimal route as a whole, and mayinclude information or data regarding specific portions of the updatedcustomized navigation map corresponding to the optimal route, orportions that are adjacent to the optimal route. In some embodiments,the instructions may be provided to the autonomous vehicle in series,such that the autonomous vehicle may report having arrived at a point orhaving completed travel along a specific path in accordance with a firstinstruction, and a second instruction for causing the autonomous vehicleto travel to another point or along another path may be transmitted tothe autonomous vehicle. Alternatively, in other embodiments, a singleinstruction to travel along the optimal route may be provided to theautonomous vehicle.

One example of an autonomous vehicle that may be configured to performone or more tasks based on customized navigation maps and routes isshown in FIG. 4. Referring to FIG. 4, a view of one autonomous vehicle450 that may be programmed with customized navigation maps and routes inaccordance with embodiments of the present disclosure is shown. Exceptwhere otherwise noted, reference numerals preceded by the number “4” inFIG. 4 refer to elements that are similar to elements having referencenumerals preceded by the number “2” in FIG. 2A or FIG. 2B or by thenumber “1” shown in FIGS. 1A through 1M.

As is shown in FIG. 4, the autonomous vehicle 450 includes a frame 452,a storage compartment 457, a pair of axles 471 and a plurality of wheels471 joined to the axles 472. A front surface of the frame 452 includesan imaging device 462-1 having a field of view aligned in a forwarddirection or orientation with respect to the autonomous vehicle 450 andan array of lights 467. In some embodiments, the autonomous vehicle 450may include any number of imaging devices 462-1, with fields of viewthat may be permanently or adjustably aligned in any direction ororientation with respect to the autonomous vehicle 450. In someembodiments, the autonomous vehicle 450 may include any number oflights, on any surface thereof, and one or more of the lights mayinclude light emitting diodes (LEDs) or other light sources.

An upper surface of the frame 452 includes a door 453 that providesaccess to the storage compartment 457 and is rotatably connected by apair of hinges 459. The door 453 may include any number of manual orautomatic features for causing the opening or closing thereof, and mayinclude any suitable dimensions with respect to the dimensions of thestorage compartment 457. In some embodiments, the autonomous vehicle 450may include doors 453 on any surface thereof, and any number of storagecompartments 457 of any size or shape. The doors 453 may operate (e.g.,rotate) in any direction with respect to one or more surfaces of theautonomous vehicle 450.

The upper surface of the frame 452 further includes a transceiver 456,as well as a GPS receiver 462-2, which may receive geolocation data fromor transmit geolocation data to a GPS network 485. In some embodiments,the transceiver 456 may include a Wi-Fi transmitter and/or receiver forcommunicating with a network 480, which may include the Internet inwhole or in part, as well as any other transmitters and/or receivers forcommunicating in any other manner or fashion, or according to any otherprotocols. In some embodiments, the transceiver 456 may be configured totransmit and/or receive one or more codes or other information or datain one or more radio frequency (or “RF”) waves or signals, at anyfrequencies or power levels. In some embodiments, the transceiver 456may be configured to transmit and/or receive radio frequencyidentification (or “RFID”) signals, near-field communication (or “NFC”)signals, Bluetooth® signals, or any other type of wireless signals.Additionally, the upper surface of the frame 452 further includes a userinterface 468 which may receive manual interactions from a human user,or display information to the human user, as appropriate. For example,the user interface 468 may be a touchscreen display. In someembodiments, the GPS receiver 462-2, the transceiver 456 and/or the userinterface 468 may be provided on any other surface of the frame 452.

As is shown in FIG. 4, the autonomous vehicle 450 may include a powermodule 464 (e.g., a battery), a motor 470 (e.g., a DC electric motoroperating at twelve to forty-eight volts) and a steering component 473(e.g., one or more racks or pinions for automatically changing adirection of travel of the autonomous vehicle 450 and/or an orientationof one or more of the axles 472 or the wheels 471. The motor 470 may beconfigured to operate at any speed or have any power rating, and tocause the autonomous vehicle 450 to travel in a forward direction oftravel, a reverse direction of travel or in any other direction oftravel as determined by the steering component 473. Additionally, theaxles 472 and wheels 471 of the autonomous vehicle 450 may also have anydimension. For example, the wheels 471 may have bores or axle pads foraccommodating axles 472 of any diameter or thickness, and any number ofspokes or other extensions for supporting a rim having any desiredspacings or offsets for accommodating tires or other coverings. Each ofthe axles 472 may be joined to and configured to rotate any number ofwheels 471, which may include tires or other coverings of any suitablematerial, including but not limited to rubbers and/or plastics. Thewheels 471 or tires thereon may feature any number of belts, walls,treads or other components, and may be pneumatic or solid, or take anyother form.

According to some embodiments, autonomous vehicles of the presentdisclosure, such as the autonomous vehicle 450 of FIG. 4, may beconfigured for travel throughout an area or environment, such as travelon traditional transportation systems and non-traditional transportationsystems provided within the area or environment. The autonomous vehicle450 may be programmed with a path or route selected from a customizednavigation map generated for the autonomous vehicle 450 specifically,e.g., based on dimensions and/or operating characteristics of theautonomous vehicle 450, as well as any prevailing operational orenvironmental conditions within the area or environment generally, orwithin a vicinity of the autonomous vehicle 450 specifically. Thecustomized navigation map may be generated based on baseline mappingdata, e.g., geospatial data regarding physical features in an area orenvironment including but not limited to topographical data regardingthe composition and surface features within the area or environment, aswell as elevations of points within the area or environment, which maybe identified or determined from satellite or ground-based imagery, GISdata, or any other information or data obtained from any other source,along with attributes of the transportation infrastructure and otherphysical features within the area or environment, as well as attributesof prior travel through the area or environment. Similarly, where anarea or environment includes transportation systems such as roads,sidewalks, crosswalks, bicycle or walking trails or bridges, and alsonon-traditional transportation systems, e.g., parks, fields, forests,lots, clearings or other spaces, the autonomous vehicle 450 may beconfigured for travel thereon along one or more paths or routes selectedor determined from the customized navigation map.

In some embodiments of the present disclosure, where an order isreceived for a delivery of one or more items to a destination, acustomized navigation map may be utilized to select an autonomousvehicle, and a route to be traveled by the autonomous vehicle, tocomplete the delivery. Additionally, one or more access points fordelivering the one or more items may also be selected based on thecustomized navigation map or any other information or data available tothe autonomous vehicle. Referring to FIGS. 5A through 5I, views ofaspects of one system for utilizing customized navigation maps androutes in accordance with embodiments of the present disclosure areshown. Except where otherwise noted, reference numerals preceded by thenumber “5” in FIGS. 5A through 5I refer to elements that are similar toelements having reference numerals preceded by the number “4” in FIG. 4,by the number “2” in FIG. 2A or FIG. 2B or by the number “1” shown inFIGS. 1A through 1M.

As is shown in FIGS. 5A and 5B, a system 500 includes a fulfillmentcenter 530 and a fleet management system server 592 in communicationwith one another over a network 580. The server (e.g., a remote server)592 may be provided in association with an online marketplace (notshown) and/or the fulfillment center 530, such as in the same physicallocation, or in one or more alternate or virtual locations, e.g., in a“cloud”-based environment. A plurality of autonomous vehicles 550-1,550-2, 550-3 are associated with the fulfillment center 530 andconfigured to perform one or more tasks, e.g., a delivery of an itemfrom the fulfillment center 530 to another location, a delivery of anitem from another location to the fulfillment center 530, or any othertasks which need not be associated with a delivery of one or more items.Additionally, the server 592 is programmed with customized navigationmaps 525-1, 525-2, 525-3 of all or portions of an area or environment.The maps 525-1, 525-2, 525-3 may be generated for each of the autonomousvehicles 550-1, 550-2, 550-3, e.g., based on a baseline map, as well asone or more layers of information or data regarding indoor and/oroutdoor infrastructure or features within the area or environment,attributes of the autonomous vehicles 550-1, 550-2, 550-3, or any otherrelevant information or data.

The autonomous vehicles 550-1, 550-2, 550-3 may be configured to travelalong traditional transportation infrastructure or features, such asroads, sidewalks, crosswalks, bicycle or walking trails or bridges, andalso non-traditional transportation infrastructure or features, e.g.,parks, fields, forests, lots, clearings or other spaces. For example, insome embodiments, the autonomous vehicles 550-1, 550-2, 550-3 may bedeployed in an urban environment to complete last-mile delivery of anygiven item (e.g., a bag of groceries) to an end-recipient. Theautonomous vehicles 550-1, 550-2, 550-3 may be outfitted or equippedwith various components for performing one or more of the tasksdisclosed herein, including but not limited to a chassis; a drive system(e.g., two driven center wheels, and one or two 360°-swivel castors ateach end); a compartment such as a cargo hold that is configured to holdone or more discrete payloads (e.g., multiple individually-packageditems, such as multiple grocery bags containing multiple grocery items,or boxes containing one or more items) in a heated, cooled, orunconditioned volume; a set of sensors configured to collect informationabout an environment in which the autonomous vehicles 550-1, 550-2,550-3 are operating; and one or more controllers that are configured totransform sensor streams outputted by the sensors into a crossingconfidence score, and to navigate the autonomous vehicles 550-1, 550-2,550-3 over a pedestrian walkway or bike lane based on crossingconfidence scores calculated over time.

In some embodiments, the autonomous vehicles 550-1, 550-2, 550-3 mayinclude one or more omnidirectional or 360° LIDAR sensors or other rangesensors arranged on the top of the autonomous vehicles 550-1, 550-2,550-3 or in other locations or positions, such as at either end of theautonomous vehicles 550-1, 550-2, 550-3. For example, each of suchsensors may generate one or more three-dimensional distance maps, e.g.,in the form of a 3D point cloud representing distances at nominal ranges(e.g., between one meter and fifty meters) from the LIDAR sensor and anexternal surface within the field of view of the LIDAR sensor byrotating the LIDAR sensor (i.e., once per scan cycle).

In some embodiments, the autonomous vehicles 550-1, 550-2, 550-3 mayalso include one or more color cameras facing outwardly from one or moresides (e.g., front, rear, and left lateral or right lateral sides) ofthe autonomous vehicles 550-1, 550-2, 550-3. For example, one or more ofsuch cameras may output a video feed (or stream) containing a sequenceof digital photographic images (or “frames”), such as at a rate oftwenty Hertz (20 Hz). In some embodiments, the autonomous vehicles550-1, 550-2, 550-3 may also include a set of infrared proximity sensorsarranged along a perimeter. Such infrared proximity sensors may beconfigured to output signals corresponding to proximities of objects(e.g., pedestrians) within predetermined ranges of the autonomousvehicles 550-1, 550-2, 550-3. One or more controllers within theautonomous vehicles 550-1, 550-2, 550-3 may fuse data streams from anyof such sensors, e.g., LIDAR sensor(s), color camera(s), and/orproximity sensor(s), into a single real-time 3D color map of surfaces ofobjects (e.g., roads, sidewalks, road vehicles, pedestrians, or thelike) around the autonomous vehicles 550-1, 550-2, 550-3 per scan cycle,and process the 3D color map into a crossing confidence score or othernavigational decision during operations.

As is shown in FIGS. 5A and 5B, a customer operating a mobile device 542(or another computer device) may access a page 516-1 associated with anonline marketplace or other system configured to distribute items at thefulfillment center 530 in response to one or more orders. As is shown inFIG. 5A, the customer may place an order for one or more items throughan ordering interface rendered in the page 516-1, e.g., by a web browseror native application executing on the mobile device 542, and mayprovide a delivery address for the one or more items. For example, theserver 592 and/or the fulfillment center 530 may receive informationregarding delivery of an item to the customer, or a destinationspecified by the customer, such as a delivery of a locally-sourced goodto a patron, a lunch order fulfilled by a local restaurant, groceriessupplied by a local grocer, toiletries supplied by a local conveniencestore, beer supplied by a local liquor store, or medication supplied bya local pharmacy. In some embodiments, the server 592 can accessdelivery information for last-mile delivery of an item, such asincluding pickup of an item from a regional or global shipping facilityfor final delivery to a recipient nearby. As is also shown in FIG. 5B,the customer may also confirm details regarding the delivery via a page516-2.

As is shown in FIG. 5C, upon receiving the order, the server 592 mayidentify or select one or more access points or other target deliverylocations associated with the delivery address or the customer, andpropose or confirm such locations with the customer. In someembodiments, a target delivery location may be located outside of abuilding or structure at the delivery address, e.g., at a door or otheraccess point, where a delivery may be attended or unattended. In someembodiments, however, the target delivery location may be located withina building or structure at the delivery address, and accessed byentering the building or structure via one or more of the access points.

For example, where the server 592 determines that a delivery addressentered by the customer is a single-family residence having a singleknown access point, including a walkway extending from a sidewalk to astoop with multiple steps terminating at a front door, the server 592can calculate a target delivery location that places an autonomousvehicle on private property at the delivery address, on or adjacent thewalkway, e.g., adjacent the stoop, and with a compartment in theautonomous vehicle loaded with the customer's items facing the frontdoor, thereby enabling the customer to visually detect and quicklyaccess the autonomous vehicle upon exiting the front door, withoutsubjecting the autonomous vehicle to one or more public userequirements, and enhancing the security of the autonomous vehicle byensuring that the autonomous vehicle is out of the public domain.

As another example, where the server 592 determines that a deliveryaddress entered by the customer is associated with a corporate office, amulti-tenant residential building, or a dormitory having multiple knownaccess points (e.g., a main entry at street level, a side exit at aparking lot, and a rear exit at an alley), the server 592 may calculateone possible delivery location for each of the known access points. Forexample, the server 592 may calculate a first delivery location tuckedagainst the building adjacent the main entry with a compartment of anautonomous vehicle containing the ordered items facing outwardly fromthe building; a second delivery location in front of and offset by aselected distance (e.g., two meters) from a side exit; and a thirddelivery location in a street parking space in the alley and facing therear exit.

For example, as is shown in FIG. 5C, the server 592 may query one ormore data stores for a set of known access points for a building at adelivery address selected by a customer. In some embodiments, the server592 may access information regarding a plurality of known access pointsfor each of a plurality of delivery addresses within an area orenvironment, and query one or more databases for locations, types, andother parameters of each of the access points associated with a selecteddelivery address. For example, a customized navigation map or otherrecord in the data store may associate a first building address with asingle known public access point, such as an access point set back froma sidewalk and connected to the sidewalk via a private walkway. Thecustomized navigation map or other record may also associate asingle-family home or duplex with a single access point set back fromthe sidewalk and connected to the sidewalk by a driveway but no walkway,or a small commercial building with a single access point immediatelyadjacent a sidewalk. The customized navigation map may also associatemultiple discrete access points with other building addresses, such asfor large commercial buildings, hotels, and large multi-tenant residentbuildings (e.g., a condominium or apartment complex). The customizednavigation map may further indicate a type of a building at a deliveryaddress, such as whether a building is a residential single-tenantbuilding, a small residential multi-tenant building (e.g., duplex,triplex, or quadplex only), a large residential multi-tenant building(e.g., more than four apartments), a commercial building (e.g., anoffice building, hotel, or event space), or a public open space (e.g., apark).

One or more data stores may also include data associating variouscharacteristics of the access points within a customized navigation map,and such characteristics may be presented to a customer or otherwiseutilized in selecting a delivery location for a given address, or forany other purpose. For example, a customized navigation map may indicatea type of each access point at a building address, such as whether theaccess point is a manual door, an automatic sliding door, or a gate,such as separating public property or easements (e.g., a sidewalk) fromprivate property. A customized navigation map may also indicate whethereach access point is manually operable, automatically opened uponselection of a button (e.g., a handicap switch), or automatically openedupon approach. Furthermore, a customized navigation map may furtherindicate whether a door or gate at an access point is at ground level,offset above or below ground level by one or more steps, accessible by aramp (or whether the ramp is wide enough to accommodate an autonomousvehicle based on attributes of the autonomous vehicle, such as alocational tolerance or turning radius), or the like. A customizednavigation map may also indicate a location and a width of a walkwayleading from a sidewalk or walkway to an access point at a buildingaddress. A customized navigation map may further indicate whether anaccess point is covered, such as by an awning or extended roof, as wellas locations of other covered areas nearby, e.g., awnings, a breezeway,a carport, a parking garage, or the like. Any other building-relateddata or access point-related data for various buildings or deliveryaddresses within a geographic area or environment may be stored inassociation with a customized navigation map in accordance with thepresent disclosure.

After identifying one or more delivery locations for a given deliveryaddress or facility, a delivery location may be selected on any basis.For example, in some embodiments, the server 592 may automaticallyselect one of the delivery locations. Alternatively, as is shown in FIG.5D, the server 592 may visually communicate one or more of the deliverylocations to a customer 540, e.g., within a page 516-3 rendered on themobile device 542. The page 516-3 may include a geographic mapcontaining a representation of a perimeter of a building at the deliveryaddress that may be served to the customer 540 through a plug-in or webapplication within the electronic ordering interface on the page 516-3.The customer 540 may be prompted to confirm one of these possibledelivery locations via the page 516-3, e.g., by selecting an icon or aportion of the geographic map on the mobile device 542. One of theautonomous vehicles 550-1, 550-2, 550-3 may be dispatched to theselected delivery location after the one of the autonomous vehicles550-1, 550-2, 550-3 has been loaded with the items ordered by thecustomer 540. In some embodiments, where multiple access points for thedelivery address are indicated by the navigation map within the page516-3, the server 592 can interface with the customer 540 through themobile device 542 to select one access point, define a target deliverylocation near this access point, and confirm this target deliverylocation with the customer 540 at any time, such as minutes, hours,days, or even weeks before scheduled or estimated delivery of the item.

In some embodiments, the mobile device 542 may host or maintain a webplug-in that loads within a web-based ordering interface, e.g., thepages 516-1, 516-2, 516-3, within a web browser and interfaces with thecustomer 540 to select an access point or target delivery location atwhich to collect an item from an autonomous vehicle once the customer540 has placed an order for an item with the ordering interface. Oncethe customer 540 has selected an item, completed an order for the item,and entered a delivery address, the web-based ordering interface canopen the web plug-in through which the customer 540 may set a targetdelivery location, or collect identifying information (e.g., a name,username, password, electronic mail address, phone number, date ofbirth, etc.) from the customer 540, which the autonomous vehicle may beprogrammed to interpret in order to identify the customer 540 (or adesignated recipient) prior to releasing the item. Alternatively, themobile device 542 may host an application plug-in that loads within anative application executing on the mobile device 542 to collectrelevant order information and to select a target delivery location foran item ordered by the customer, or to receive a delivery location forthe item selected by the customer, through the native application. Asyet another alternative, the mobile device 542 may host internallogistic systems and a web portal or native application through whichcustomers may place orders for items, e.g., from local retailers, forlocal delivery with autonomous vehicles. Alternatively, in someembodiments, the server 592 may interface with an external (i.e.,third-party) logistics system to schedule a pick-up of a container orother package containing an item ordered by or otherwise scheduled fordelivery to the customer 540.

In some embodiments, the server 592 may execute one or more instructionsto calculate a target delivery location for the item near an assigned ordesignated delivery address, and to serve a prompt to a customer or therecipient of the item (e.g., to the recipient's mobile device orelectronic mail address) to confirm this target delivery location. Atarget delivery location may be selected or determined at any time, suchas upon receiving an order, after one of the autonomous vehicles 550-1,550-2, 550-3 has been selected to deliver the item, after the item hasbeen collected by the one of the one of the autonomous vehicles 550-1,550-2, 550-3, or at any time before the one of the autonomous vehicles550-1, 550-2, 550-3 has reached the target delivery location. Forexample, the server 592 may identify a customer or a recipient by aphone number, a user name, or an electronic mail address provided by thecustomer 540 when placing the order, and serve an in-applicationnotification to the mobile device 542 within an instance of a nativedelivery application executing on the recipient's mobile device andlinked to the recipient's phone number or electronic mail address. Oncethe customer or recipient has accessed the native application on his orher mobile device 542, the server 592 may interface with the customer540 through the native application to select a delivery location. Inanother example, the server 592 can serve one or more electronicmessages, e.g., an SMS text message, containing an image or map of thebuilding at the delivery address with a visual representation of atarget delivery location calculated for the delivery address, or a linkto a webpage at which a target delivery location may be confirmed ormodified when placing an order. In some other embodiments, the server592 may asynchronously engage the customer 540 or a designated recipientof the item, in order to assist with a selection of a target deliverylocation for the item, or to receive a confirmation of a target deliverylocation for the item.

For example, where a building has a single tenant (e.g., a home, anoffice or the like) and a single georeferenced access point, the server592 may calculate a target delivery location proximate the access pointbased on a type of the building, a type of the access point, or one ormore known traveling surfaces (e.g., paved or sufficiently flatsurfaces) between a road and the access point, and store the targetdelivery location in association with the building in the customizednavigation map. A target delivery location at or near each known accesspoint returned by the customized navigation map may be determined andstored in association with the delivery address.

Where a building has a single tenant and a walkway or other passagewayextending to a single georeferenced access point, e.g., a front doorconnected to a sidewalk or street via a private walkway, the server 592may calculate a target delivery location on the private walkway betweenthe street and front door, e.g., adjacent the front door or adjacentsteps leading up to the front door. When an autonomous vehicle navigatesto the target delivery location and stops on the private walkway, theautonomous vehicle may be programmed to temporarily obstruct thewalkway, thereby implying an immediate need for the customer or adesignated recipient crossing the walkway to collect the item from theautonomous vehicle. Additionally, by setting the target deliverylocation on private property rather than on public property, the server592 may also reduce a risk or likelihood of tampering or theft from theautonomous vehicle while the autonomous vehicle awaits the customer orother recipient at the target delivery location, e.g., by maintaininghigh visibility of the autonomous vehicle from the front door, andenhancing the experience of the customer, since the autonomous vehicleis located near the front door.

Where a building has multiple tenants and a single public access point,a customized navigation map may indicate a single georeferenced accesspoint and related data for a front door of the building connected to asidewalk or street via a private walkway. The server 592 may select atarget delivery location on a paved surface (e.g., the walkway) as closeto the front door of the building as possible while achieving at least aminimum clearance (e.g., 36″) along one side of the autonomous vehicle,in order to permit other tenants or visitors of the building to walkpast or around the autonomous vehicle while the autonomous vehicleawaits a removal of the item by the user.

Where a building has a setback with a walkway connected to a driveway,e.g., a single-tenant or small multi-tenant building that is set backfrom a street, a customized navigation map may indicate a singlegeoreferenced access point and related data for a front door of thebuilding, which may be connected to a driveway via a private walkway.The server 592 may select a target delivery location on the walkway, ifthe customized navigation map indicates that the walkway is large enoughto accommodate an autonomous vehicle with a minimum clearance on oneside, or otherwise select a target delivery location on the drivewayadjacent the walkway.

Where a building has a setback with a driveway but does not include awalkway, e.g., a single-tenant or small multi-tenant building that isset back from a street, a customized navigation map may return a singlegeoreferenced access point and related data for a front door that is setback from a street and connected directly to a driveway. The server 592may select a target delivery location that is adjacent to a garage door,beside the garage door (e.g., between the garage door and the frontdoor), or between two garage doors if the customized navigation mapindicates that at least two garage doors are present.

Where a building does not include a setback, e.g., a single-tenant orsmall multi-tenant building that is adjacent a street or has a landingor stoop that abuts a street or sidewalk directly, a customizednavigation map may return a single georeferenced access point andrelated data for a front door at a landing or stoop that abuts a streetor sidewalk directly. The server 592 may select a target deliverylocation immediately in front of or immediately to one side of the frontdoor or landing. Alternatively, the server 592 may scan the customizednavigation map for a sidewalk region near the single access point thatis characterized by a depth that exceeds a known width of an autonomousvehicle by more than a minimum required clearance (e.g., approximatelyone meter, or three feet). If such a region is identified from thecustomized navigation map, and is within a nominal distance (e.g., fivemeters) of the front door or landing, or within the bounds of a facadeof the building, the server 592 can select a target delivery locationwithin the region that is tucked against the facade of the building,such that a compartment of the autonomous vehicle containing an itemfaces outwardly from the building.

In some embodiments, the server 592 may scan one or more customizednavigation maps generated for autonomous vehicles in order to determinea level of availability of street parking within a vicinity of an accesspoint in front of a building, or for a curb cut within a vicinity of thestreet parking. Upon arriving at a delivery address, the autonomousvehicle may navigate to an open position along a length of streetnearest a front door of the building, e.g., between two cars parkedwithin this length of the street.

Alternatively, where a customized navigation map includes a singleaccess point for a given building at a delivery address, the server 592may select a target delivery location at any other position in front of,adjacent to or otherwise near this access point, based on access pointdata stored in association with the customized navigation map. Forexample, an autonomous vehicle may navigate to an access point whilealso permitting a recipient of an item contained in the autonomousvehicle to relatively easily detect the autonomous vehicle by sight, andto physically access the autonomous vehicle.

As is shown in FIG. 5E, where customized navigation maps 525-1, 525-2,525-3 are up-to-date, optimal routes 535-1, 535-2, 535-5 between thefulfillment center 530 and the customer 540 may be calculated for eachof the autonomous vehicles 550-1, 550-2, 550-3, e.g., according to oneor more traditional shortest path or shortest route algorithms such asDijkstra's Algorithm, Bellman-Ford Algorithm, Floyd-Warshall Algorithm,Johnson's Algorithm or a hub labeling technique. One of the autonomousvehicles 550-1, 550-2, 550-3 may be selected to deliver the items basedon the optimal routes 535-1, 535-2, 535-3.

The server 592 may continuously receive information or data regardingthe area or environment (e.g., the infrastructure or features therein)from any source, and may update the customized navigation maps 525-1,525-2, 525-3 generated for the autonomous vehicles 550-1, 550-2, 550-3.In some embodiments, information or data may be received from operatingautonomous vehicles 550-4, 550-5, 550-6, 550-7, 550-8 within the area orenvironment, regarding their past, present or future operations, e.g.,their respective speeds, courses, positions (e.g., latitudes andlongitudes), elevations or angles of orientation (e.g., yaws, pitches orrolls), as well as operational or environmental conditions such assurface conditions, traffic conditions, congestion or any other relevantfactors encountered by the autonomous vehicles to the server 592 orother networked computer systems.

As is shown in FIG. 5F, each of the plurality of autonomous vehicles550-4, 550-5, 550-6, 550-7, 550-8 is engaged in independent and discreteoperations, and is reporting information regarding its respectiveoperations to the server 592 over the network 580. For example, theautonomous vehicle 550-4 reports information or data regarding a surfaceupon which the autonomous vehicle 550-4 is traveling (e.g., that thetrack is dry), as well as its speeds (e.g., that its speeds metexpectations or predictions), along with coordinates of its position.The autonomous vehicle 550-5 reports that it has encountered anobstruction (e.g., that its path is blocked), and identified a possiblecause of the obstruction, along with coordinates of its position.Similarly, the autonomous vehicle 550-6 reports that it is traveling upa slope having a specific surface (e.g., gravel), along with a speed, acourse, and coordinates of its position. The autonomous vehicle 550-7also reports that it has encountered heavy traffic and identifies itsposition using words (e.g., a name of a street) and coordinates. Theautonomous vehicle 550-8 also reports information or data regarding asurface upon which the autonomous vehicle 550-8 is traveling (e.g., thatthe track is icy), along with weather conditions (e.g., mild snow, andtwenty-four degree Fahrenheit, or 24° F., air temperatures) andcoordinates of its position.

Information or data of any type or form that is captured by sensorsoperating onboard autonomous vehicles during operations, including butnot limited to the autonomous vehicles 550-4, 550-5, 550-6, 550-7, 550-8shown in FIG. 5F, may be utilized along with information or dataobtained from any number of other sources to update the customizednavigation maps 525-1, 525-2, 525-3 generated for the autonomousvehicles 550-1, 550-2, 550-3, e.g., by updating one or more paths of thecustomized navigation maps 525-1, 525-2, 525-3 to add or remove one ormore paths, or to adjust a capacity of such paths. The customizednavigation maps 525-1, 525-2, 525-3 may be generated and maintained overtime through the manual or automated labeling of imaging data (e.g.,visual imaging data or depth imaging data) captured by imaging devicesprovided aboard one or more autonomous vehicles or one or more otherthird-party imaging systems over time. For example, pivoting doors,sliding doors, steps, ramps, walkways, driveways, awnings, or otherfeatures may be annotated onto visual imaging data and/or depth imagingdata captured by one or more of a fleet of autonomous vehicles overtime, and the server 592 can construct and update the customizednavigation maps 535-1, 535-2, 535-3 based on this imaging data overtime. Alternatively, or additionally, the server 592 may implement oneor more computer vision or machine learning techniques to automaticallydetect and label such features and reconstruct the customized navigationmaps 535-1, 535-2, 535-3 accordingly over time. For example, in someembodiments, where the customer 540 selects a delivery address, theserver 592 may prompt the customer, e.g., through a web plug-in, anin-app plug-in, or a native application, to supply additional feedbackregarding characteristics of one or more access points in buildings atthe delivery address, such as whether an access point is currentlyundergoing construction, whether an access point has a non-functionaldoor or an automated door mechanism, whether an access point is covered,whether an access point includes steps up or down to a walkway, or thelike. The server 592 can then update and refine access point data forthe delivery address in one or more of the customized navigation mapsaccording to the feedback supplied by the customer 540.

As is shown in FIG. 5G, after the autonomous vehicle 550-2 has beenselected to deliver the item to the customer 540, the autonomous vehicle550-2 may travel along the optimal route 535-2 to deliver the item.Where one or more factors affecting the optimal route 535-2 aredetermined to have occurred, e.g., based at least in part on informationor data received from one or more autonomous vehicles, or from any othersource, such information or data may be provided to the autonomousvehicle 550-2, e.g., over the network 580. The autonomous vehicle 550-2may be programmed or otherwise configured to interpret the informationor data, and determine whether the optimal route 535-2 may remainunchanged, or whether one or more modifications to the optimal route535-2 are required. As is shown in FIG. 5G, where the autonomous vehicle550-2 receives information from the server 592 regarding congestionalong the optimal route 535-2, e.g., a blockage of one or more sidewalksor other paths of the optimal route, the autonomous vehicle 550-2 mayselect a new route on any other accessible traveling surfaces, and mayprovide information or data regarding the new route to the server 592and/or to the customer 540 over the network 580.

As is shown in FIG. 5H, the autonomous vehicle 550-2 may report itsprogress to the customer 540 or to the server 592 via one or moreelectronic messages transmitted over the network 580, e.g., on acontinuous or regular basis. Such electronic messages may report aposition of the autonomous vehicle 550-2, as well as any feedbackregarding its speeds, courses, positions (e.g., latitudes andlongitudes), elevations or angles of orientation (e.g., yaws, pitches orrolls), as well as operational or environmental conditions such assurface conditions, traffic conditions, congestion or any other relevantfactors encountered by the autonomous vehicle 550-2 while en route. Suchinformation or data may be used to inform the customer 540 and/or theserver 592 as to an estimated time of arrival, to update the customizednavigation map 535-2 generated for the autonomous vehicle 550-2, or toupdate the customized navigation maps generated for one or more otherautonomous vehicles (not shown). For example, as is shown in FIG. 5H,some or all of the information or data received from the autonomousvehicle 550-2 while en route may be transmitted to the mobile device542, which may display a page 516-4 including a portion of the optimalroute 535-2 and a position of the autonomous vehicle 550-2, along withan estimated time of arrival at an access point or other selecteddelivery location.

As is shown in FIG. 5I, when the autonomous vehicle 550-2 arrives at anaccess point 541 (e.g., a door) associated with the delivery address,the customer 540 may retrieve the item 50 from a storage compartment orother feature of the autonomous vehicle 550-2. Alternatively, theautonomous vehicle 550-2 may be configured to complete an unattendeddelivery of the item 50, e.g., by automatically removing or ejecting theitem 50 therefrom, such as by a robotic arm or conveyor. The autonomousvehicle 550-2 may then report that the item 50 has been delivered to thecustomer 540, and may be released to perform any other tasking.

In some embodiments, where multiple autonomous vehicles are scheduled tobe present at a delivery address concurrently, e.g., in order to deliveritems to the same recipient or different recipients, the server 592 mayselect different delivery locations or other delivery parameters forthese autonomous vehicles in order to enable the one or more recipientsto distinguish between the vehicles. For example, where two autonomousvehicles are scheduled to deliver an item to a common access point(e.g., a door), one of the autonomous vehicles may be assigned adelivery location on a left side of the access point, and instructed toilluminate a green light (or a light of any other color) upon arrivingat the access point, while another of the autonomous vehicles may beassigned a delivery location on a right side of the access point andinstructed to illuminate a red light (or a light of any other color)upon arriving at the access point. The recipient or recipients may beinstructed as to whether their delivery or deliveries are being made bythe autonomous vehicle with the green light, or the autonomous vehicleilluminated with the red light, e.g., by one or more electronic messagesto a computer device, such as the mobile device 542. In some otherembodiments, where two or more autonomous vehicles are programmed tomake deliveries to a common access point, one of the autonomous vehiclesmay approach the common access point at a first time, and otherautonomous vehicles may be instructed to navigate to a holding locationuntil a second time, when the access point is free and clear to completea delivery. The types or ways in which autonomous vehicles may bemanaged or instructed to complete an attended or unattended delivery ofone or more items or to perform any other tasks in accordance with thepresent disclosure are not limited.

In some embodiments, a location for the performance of a task by anautonomous vehicle may be selected based on a desired orientation of theautonomous vehicle when performing the task. For example, where the taskrequires an autonomous vehicle to be adjacent to a wall or otherstructure when delivering an item to a customer, an orientation of theautonomous vehicle that causes a storage compartment of the autonomousvehicle to face outwardly and away from the wall or other structure,thereby enabling the customer to retrieve the item from the storagecompartment, may be selected. Conversely, where an autonomous vehicle isto deliver an item at an access point, e.g., a door, an orientation ofthe autonomous vehicle that causes a storage compartment of theautonomous vehicle to face toward the access point may be selected. Oneor more instructions for causing the autonomous vehicle to be aligned inthe selected orientation at the access point may be provided.

Furthermore, a location at which a task (e.g., a delivery of an item) isto be performed may be selected for an item based on prevailingoperational or environmental conditions, which may include weather,traffic or other factors affecting the performance of the task withinthe environment. For example, where precipitation is ongoing or forecastat a time of a delivery, a target delivery location may be selected inorder to shield the autonomous vehicle from precipitation, therebyimproving a level of comfort for a customer or other recipientretrieving a package from the autonomous vehicle, and ensuring thatitems within a storage compartment of the autonomous vehicle remain drywhile a door of the storage compartment vehicle is open.

Where customized navigation maps of an area or environment are generatedfor a plurality of autonomous vehicles, one of the autonomous vehiclesthat is best suited to perform a given task at a location within thearea or environment may be selected based on optimal paths or routesdetermined from each of the customized navigation maps, even where theautonomous vehicles are at different locations when the task isrequested or instructed. Referring to FIGS. 6A and 6B, a flow chart 600of one process for utilizing customized navigation maps and routes inaccordance with embodiments of the present disclosure is shown. At box610, customized navigation maps are generated for a plurality ofautonomous vehicles based on a baseline map, information or dataregarding local infrastructure, and one or more attributes of theautonomous vehicles. For example, as is discussed above, the baselinemap may have been previously determined or generated for the autonomousvehicles within the area or environment and stored in one or more datastores, and may include geolocations or geospatially-referenced pointsthat precisely define locations in space with one or more geocodes,e.g., latitudes, longitudes and elevations. The baseline map may havebeen obtained by processing imaging data captured from the area orenvironment to recognize topographical data regarding the compositionand surface features within the area or environment, or by scanning orotherwise interpreting maps or other representations of the area, e.g.,in an atlas or other set of maps. The information or data regarding thelocal infrastructure may relate to or describe traditionaltransportation infrastructure or features such as roads, sidewalks,crosswalks, bicycle or walking trails or bridges, and alsonon-traditional transportation infrastructure or features, e.g., parks,fields, forests, lots, clearings or other spaces. In some embodiments,the transportation infrastructure or features may be identified in samemanner or from information or data obtained from the same sources as thebaseline map.

Alternatively, or additionally, the transportation infrastructure orfeatures, or all or portions of the baseline map, may be identifiedbased on information or data captured by one or more autonomous vehiclesduring prior operations within the area or environment. The attributesof the autonomous vehicles may include dimensions or capacities of suchvehicles (e.g., heights, lengths, widths, power levels, speeds, rangesor carrying volumes or weight limits), or any other relevant attributes.The customized navigation maps may be generated to identify localinfrastructure that may accommodate each of the respective autonomousvehicles, and to exclude local infrastructure that is unable toaccommodate the respective autonomous vehicles. At box 615, thecustomized navigation maps may be stored in one or more data stores,which may be provided in a physical location associated with theautonomous vehicle such as a garage or a maintenance facility, or in oneor more alternate or virtual locations, e.g., in a “cloud”-basedenvironment.

At box 620, an order for a delivery of an item to a destination isreceived. The order may be received by an online marketplace (not shown)from a customer in the area or environment over a network, e.g., byaccessing a network site or dedicated shopping application associatedwith the marketplace, or by communicating with the marketplace in anyway, such as by telephone or in person at a bricks-and-mortar facility,to review and evaluate one or more items for purchase and to place theorder for the item. The order may identify the item by name or one ormore identifiers (e.g., alphanumeric codes), and include a destinationto which the desk chair is to be delivered. Alternatively, the order maybe received from a customer outside of the area or environment, but mayspecify a destination for delivery within the area or environment.

At box 625, a subset of the fulfillment centers having access to theitem to be delivered is determined. The subset may be as many as all ofthe fulfillment centers within the area or environment, or within rangeof the area of environment, or as few as one of the fulfillment centers,which may be identified by resort to a look-up table or other data fileor record. At box 630, autonomous vehicles having the capacity todeliver the item from the fulfillment centers of the subset to thedestination are identified. Such autonomous vehicles may be located atthe respective fulfillment centers, or at other locations, and thecapacity of such autonomous vehicles may be determined based on therespective carrying capacities, operating ranges, speeds, or otherrequirements of the delivery, as well as any requirements orrestrictions on the autonomous vehicles (e.g., maintenance, priorobligations, or the like). At box 635, the customized navigation mapsfor the autonomous vehicles identified at box 630 are updated based onoperational or environmental conditions within the area. Such conditionsmay be determined based on information or data obtained from anyextrinsic sensors such as rain sensors, anemometers, traffic cameras orother traffic sensors or imaging devices, based on historical orpredicted conditions, based on information or data captured during theoperations of one or more autonomous vehicles, or the like. To theextent that the operational or environmental conditions impact theoperations or availability of one or more of the autonomous vehicles,either by indicating that one or more infrastructure or features may beutilized by such autonomous vehicles, by foreclosing one or moreinfrastructure or features from use by such autonomous vehicles, or byaffecting the traffic flow rates on such infrastructure or features, thecustomized navigation maps for such autonomous vehicles may be updatedaccordingly, e.g., to add or remove infrastructure or features theretoor remove infrastructure or features therefrom, or to modify anticipatedtraffic flow rates on such infrastructure or features accordingly.

At box 640, optimal routes from the fulfillment centers to thedestination are derived for each of the autonomous vehicles based on thecustomized navigation maps as updated at box 635, e.g., by a fleetmanagement system. The optimal routes may be selected based on theupdated customized navigation maps in any manner, and may include pathsor segments on any type or form of infrastructure or features within thearea or environment. The optimal routes may be determined based on anyfactor or element, including but not limited to times required to travelon any of the respective paths of the optimal route, costs associatedwith traveling on the respective paths, or any other intrinsic orextrinsic factors, and may be selected according to one or moretraditional shortest path or shortest route algorithms such asDijkstra's Algorithm, Bellman-Ford Algorithm, Floyd-Warshall Algorithm,Johnson's Algorithm or a hub labeling technique. In some embodiments,such as where the autonomous vehicle is in possession of an item to bedelivered to a destination, an optimal route may extend directly fromthe location of the autonomous vehicle to the location of the task to beperformed. Alternatively, in some other embodiments, such as where theautonomous vehicle must travel to another location to obtain the itemprior to delivery, an optimal route may extend through one or moreintervening waypoints.

At box 645, one of the autonomous vehicles is selected to deliver theitem to the destination based on the optimal routes, e.g., based on ashortest time to deliver the item to the destination, a lowest cost todeliver the item to the destination, or any other factor or factors. Atbox 650, one or more instructions for causing the autonomous vehicleselected at box 645 to travel along the optimal route to deliver theitem are transmitted to the autonomous vehicle. The instructions mayspecify the optimal route with any level of detail, e.g., by identifyingthe waypoints with geocodes or other identifiers, and specifying anycourses or speeds to be traveled between the waypoints, or along theoptimal route as a whole. Additionally, the instructions may be providedto the selected autonomous vehicle individually, e.g., upon an arrivalof the autonomous vehicle at one of the waypoints, or in one or morebatch processes, and the instructions may include all or portions of thecustomized navigation map for the autonomous vehicle.

At box 655, the autonomous vehicle determines whether it has detectedone or more obstacles while en route to the destination. For example, insome embodiments, the autonomous vehicle may detect one or moreobstacles by capturing and processing imaging data to recognize one ormore objects depicted therein, and may determine whether any of suchobjects is an obstacle blocking at least a portion of the route, orotherwise inhibits or impedes passage along the optimal route. In someother embodiments, the autonomous vehicle may detect the one or moreobstacles by contact, e.g., by traveling over water or other groundhazards, or coming into contact with one or more objects such as walls,barriers, or the like. Any natural or artificial object may act as anobstacle to the autonomous vehicle, including but not limited tovehicles, structures, humans or other animals, plant life, water or anytype or form of object that at least temporarily renders the optimalroute impassible.

If the autonomous vehicle detects one or more obstacles, the processadvances to box 660, where the autonomous vehicle alters the optimalroute in order to avoid the obstacle, e.g., by executing one or moreturns or other course changes, speed changes or the like, and to box665, where the autonomous vehicle reports the obstacles to a fleetmanagement system. The autonomous vehicle may execute the one or moreturns or course changes, or speed changes, based on the information ordata from which the obstacles were identified, or based on any otherinformation or data, e.g., a secondary or backup optimal route. Forexample, in some embodiments, the autonomous vehicle may detect anaccess point to another building or structure, which is likely to haveone or more inflows or outflows of foot or vehicle traffic therefrom,and may elect to avoid the access point, such as is shown in FIG. 1I or1J, by turning or otherwise changing course toward an area that wouldlikely be unaffected by any such inflows or outflows. The autonomousvehicle may also detect one or more physical obstructions, such aspersons, vehicles, machines or any other objects, and may also turn orchange course to avoid such objects. Upon detecting the obstacles, orwhile or after altering the optimal route, the autonomous vehicle maytransmit one or more electronic messages including information or dataregarding the obstacles, such as geotagged imaging data or any otherdata regarding the obstacles, e.g., text-based or digital descriptionsof such obstacles and their respective locations.

After the autonomous vehicle reports the one or more obstacles to thefleet management system, or if the autonomous vehicle does not detectany obstacles, then the process advances to box 670, where whether theautonomous vehicle has received one or more instructions to modify theoptimal route, e.g., from the fleet management system, is determined.For example, the autonomous vehicle may receive one or more electronicmessages indicating that the optimal route is blocked or that travelalong the optimal route is otherwise impeded, e.g., that the optimalroute is no longer optimal. In this regard, the autonomous vehicle mayreceive one or more instructions or other information for causing theautonomous vehicle to travel on a different course (e.g., on a differentpath of the customized navigation map) or at a different speed, from thefleet management system. If the autonomous vehicle receives amodification to the optimal route, then the process advances to box 675,where the autonomous vehicle modifies the optimal route in accordancewith the one or more instructions, e.g., by executing a turn or othercourse change, or changing speeds. At box 680, the autonomous vehiclereports its operating conditions on the modified optimal route to thefleet management system. For example, the autonomous vehicle may reportits position, its course and/or its speed to the fleet managementsystem, along with any other information regarding its travel along themodified optimal route.

After the autonomous vehicle has reported its operating conditions onthe modified optimal route to the fleet management system, or if theautonomous vehicle does not receive any instructions to modify theoptimal route, the process advances to box 685, where the autonomousvehicle arrives at the destination with the item, and the process ends.The autonomous vehicle may confirm its arrival at the destination basedon one or more GPS signals, or based on any other indoor or outdoorpositioning system. Upon arriving at the destination, the autonomousvehicle may automatically execute an attended or unattended delivery,e.g., at a selected delivery location or access point.

As is discussed above, a customized navigation map may be generated foran autonomous vehicle that operates within one or more indoor spaces(e.g., a building), beginning with a baseline building layout or otherdata for the indoor spaces. The baseline building layout may beaugmented by information or data regarding available transportationinfrastructure or features (e.g., doors, elevators, escalators, lifts,dumb waiters, moving sidewalks, ramps or other automatic features)within the indoor spaces, and information or data regarding attributesof the autonomous vehicle. When a customized indoor map is generated, anoptimal route for the performance of a task within the indoor spaces(e.g., a delivery to a select destination within the indoor spaces) maybe selected for the autonomous vehicle accordingly. Moreover, upondetermining that it has arrived at an access point to one or more indoorspaces, the autonomous vehicle may be configured to transfer fromnavigation control by GPS signals or other outdoor navigation systems tonavigation control by imaging data or other information or data capturedfrom within such spaces by one or more onboard sensors, including butnot limited to indoor positioning system signals.

Referring to FIGS. 7A through 7F, views of aspects of one system forutilizing customized navigation maps and routes in accordance withembodiments of the present disclosure are shown. Except where otherwisenoted, reference numerals preceded by the number “7” in FIGS. 7A through7F refer to elements that are similar to elements having referencenumerals preceded by the number “5” in FIGS. 5A through 5I, by thenumber “4” in FIG. 4, by the number “2” in FIG. 2A or FIG. 2B or by thenumber “1” shown in FIGS. 1A through 1M.

As is shown in FIGS. 7A through 7C, a building 745 includes a pair ofexterior access points 741-1, 741-2 (e.g., doors, which may be manuallyor automatically operated) and a plurality of interior access points741-3, 741-4, 741-5, 741-6 that are accessible to an autonomous vehicle750. The building 745 includes a plurality of elevators 743-1, 743-2,743-3, 743-4 and a set of stairs 747. The building 745 further includesa plurality of suites (or other indoor spaces) 749-1, 749-2, 749-3,749-4, such as apartments, condominiums, offices, classrooms, storagerooms, retail facilities, or others. Each of the suites 749-1, 749-2,749-3, 749-4 is accessible by one of the access points 741-3, 741-4,741-5, 741-6, which may be accessed by one of the elevators 743-1,743-2, 743-3, 743-4, or the set of stairs 747. The autonomous vehicle750 includes a plurality of imaging devices 762-1, 762-2, 762-3 mountedto, embedded within or otherwise disposed on outer surfaces of theautonomous vehicle 750 configured to capture information or data indirections extending normal to such locations.

A customized navigation map of the building 745 may be generated for theautonomous vehicle 750 based on floor plans or other layouts oftraveling surfaces within the building 745 and the suites 749-1, 749-2,749-3, 749-4. The floor plans or other layouts of the building 745 maybe determined based on blueprints, computer-aided design drawings,imaging data or other data captured from such spaces, and may beaugmented by dimensions or operating characteristics of the accesspoints 741-1, 741-2 (e.g., a height, a width, an arc by which one orboth of the doors may swing or an extent to which one or both of thedoors may slide), the set of stairs 747 (e.g., widths, numbers ofstairs, rises or runs, angles, platform sizes or the like), or each ofthe elevators 743-1, 743-2, 743-3, 743-4 (e.g., interior floor areas orvolumes, operating speeds, heights), or any other infrastructure orfeatures within the building 745. A customized navigation map may befurther generated based on attributes of the autonomous vehicle 750,including quantitative attributes or metrics such as a height, a width,a length of the autonomous vehicle 750, sizes or volumes of one or morestorage compartments of the autonomous vehicle 750, or an operatingspeed or speed rating of the autonomous vehicle 750, or qualitativeattributes or metrics such as whether the autonomous vehicle 750 isequipped to ascend or descend stairs, directions or sides to whichstorage compartments of the autonomous vehicle 750 are aligned to open,or the like.

In accordance with the present disclosure, a customized navigation mapgenerated for travel by the autonomous vehicle 750 within the building745 may include information or data regarding a plurality of routes toone or more of the suites 749-1, 749-2, 749-3, 749-4. For example, acustomized navigation map may include routes from the access points741-1, 741-2 to the suites 749-1, 749-2, 749-3, 749-4 for theperformance of one or more tasks, e.g., deliveries of one or more itemsto one of the suites 749-1, 749-2, 749-3, 749-4. Such routes require theautonomous vehicle 750 to enter the building 745 via one of the accesspoints 741-1, 741-2, and to travel to one of the elevators 743-1, 743-2,743-3, 743-4 or the set of stairs 747, before ascending to a floorhaving the suites 749-1, 749-2 thereon, or a floor having the suites749-3, 749-4 thereon.

Those of ordinary skill in the pertinent arts will recognize that wherethe autonomous vehicle 750 is not configured to ascend or descend theset of stairs 747, a customized navigation map generated for theautonomous vehicle 750 would not include routes between either of theaccess points 741-1, 741-2 and the access points 741-3, 741-4, 741-5,741-6 via the stairs 747. Those of ordinary skill in the pertinent artswill further recognize that where the building 745 includes other accesspoints, e.g., in addition to the access points 741-1, 741-2, acustomized navigation map generated for the autonomous vehicle 750 mayfurther include routes extending from such other access points to thesuites 749-1, 749-2, 749-3, 749-4, by way of one or more of theelevators 743-1, 743-2, 743-3, 743-4 or the set of stairs 747.

An optimal route for the performance of a task by the autonomous vehicle750 at one of the suites 749-1, 749-2, 749-3, 749-4, viz., the suite749-3, e.g., a delivery of an item to the suite 749-3, may be selectedfrom routes of a customized navigation map. When an optimal route isselected, the autonomous vehicle 750 may be programmed with one or moresets of instructions, e.g., a single instruction to travel along theoptimal route to the suite 749-3, or a series of individual instructionsfor traveling on selected courses, at selected speeds, or to selectedpoints on the optimal route to the suite 749-3.

As is shown in FIG. 7D, after confirming that the autonomous vehicle 750has arrived at the access point 741-1, e.g., as determined by one ormore signals received from the GPS system 785, the autonomous vehicle750 may be programmed to enter the building 745 via the access point741-1. In some embodiments, the autonomous vehicle 750 may be configuredto transmit wireless codes, signals or other information to one or morecontrol systems for operating the access point 741-1 to enable theautonomous vehicle 750 to enter the building 745.

Upon entering the building 745, as is shown in FIG. 7E, the autonomousvehicle 750 may transition to navigation control based on information ordata captured by the imaging devices 762-1, 762-2, 762-3 or,alternatively, signals captured from one or more indoor positioningsystems. For example, as is shown in FIG. 7E, the autonomous vehicle mayproceed to a selected one of the elevators 743-1, 743-3, e.g., accordingto an optimal route selected from a customized navigation map, based oninformation or data captured using the imaging devices 762-1, 762-2,762-3 or one or more other onboard sensors. As is discussed above, theautonomous vehicle 750 may be configured to transmit wireless codes,signals or other information to cause one of the elevators 743-1, 743-3to open or to travel to a selected one of the floors within the building745, or to contact one or more buttons or other interactive features byone or more robotic arms or other features for operating the one of theelevators 743-1, 743-3.

As is shown in FIG. 7F, upon arriving at a floor of the access point741-3 to the suite 749-3, the elevator 743-1 may open automatically, orthe autonomous vehicle 750 may cause the elevator 743-1 to open, and theautonomous vehicle 750 may navigate to the access point 741-3 based oninformation or data captured using the imaging devices 762-1, 762-2,762-3. The autonomous vehicle 750 may be configured to complete anattended delivery, e.g., where a customer 740 or a designated recipientawaits the item, and receives the item from the autonomous vehicle 750.Alternatively, in some embodiments, the autonomous vehicle 750 may beconfigured to complete an unattended delivery, e.g., by depositing theitem at or near the destination specified by the customer 740, such asby a robotic arm or other feature. After completing an attended or anunattended delivery, the autonomous vehicle 750 may be configured todepart the building 745, e.g., based on information or data capturedusing the imaging devices 762-1, 762-2, 762-3, until the autonomousvehicle 750 exits the building 745, when the autonomous vehicle 750transitions to navigation based on signals received from the GPS system785.

In some embodiments, an optimal indoor route may be selected incombination with an optimal outdoor route for the performance of a task,such as a delivery of an item. Referring to FIGS. 8A and 8B, a flowchart 800 of one process for utilizing customized navigation maps androutes in accordance with embodiments of the present disclosure isshown. At box 810, dimensions of an autonomous vehicle are determined,and at box 815, operating characteristics of the autonomous vehicle arealso determined. For example, dimensions (e.g., heights, lengths,widths), and operating characteristics (e.g., power levels, speeds,ranges, carrying volumes or weight limits) of one or more autonomousvehicles may be identified in a look-up table or other data file orrecord. At box 820, an outdoor baseline map is identified for an area.The baseline map may have been previously determined or generated forthe area and stored in one or more data stores, e.g., from geographicinformation system data, imaging data captured from the area, or anyother data regarding the composition and surface features within thearea, along with elevations of points within the area. At box 822,transportation infrastructure within the area is determined. Suchinfrastructure may include, but is not limited to, infrastructure orfeatures such as roads, sidewalks, crosswalks, bicycle or walking trailsor bridges, as well as parks, fields, forests, lots, clearings or otherspaces.

At box 824, a customized outdoor map is generated for the autonomousvehicle based on the baseline outdoor map, the transportationinfrastructure, and the dimensions and operating characteristics of theautonomous vehicle. The customized outdoor map may identify pathsthroughout the area that are appropriately sized and feature surfacefeatures that may accommodate the autonomous vehicle, and may be storedin association with position data regarding such paths, as well as dataregarding times or dates at which the paths may be accessed by theautonomous vehicle, or other restrictions, such as speed limits. Suchpaths may extend on or over one or more different types ofinfrastructure of features within the area, including infrastructure orfeatures that are open to use by autonomous vehicles along withpedestrians or any other type of vehicle or may be restricted toautonomous vehicles.

In parallel, at box 830, internal layouts for buildings within the areaare identified. The internal layouts may be developed based on anyinformation or data regarding interior spaces within such buildings,including but not limited to blueprints, computer-aided design drawings,or any other data. In some embodiments, an internal layout of abuilding, or of portions of the building, may be determined from imagingdata captured by one or more imaging devices, including but not limitedto imaging devices associated with internal security systems, imagingdevices operated under the control of one or more third parties (e.g.,mobile devices), or imaging devices carried aboard operating autonomousvehicles. The internal layouts may include information or data regardingfloor or wall sizes, floor or wall surface textures, openings such aswindows, skylights, grates or others, as well as available access pointssuch as doors of any size or shape. At box 832, attributes of accesspoints and access systems of the buildings within the area aredetermined. The access points may include one or more manually operateddoors or other openings having one or more latches, knobs or othercomponents, or one or more automatic doors or other openings having oneor more rolling, swinging, rotating or other controls. The accesssystems may include one or more elevators, escalators, lifts, dumbwaiters, moving sidewalks, ramps or other automatic features fortransporting people or objects within or around a building.

At box 834, a customized indoor map is generated for the one or morebuildings within the area based on the internal layouts identified atbox 830 and the attributes of the access points and the access systemsof the buildings within the area determined at box 832. The customizedindoor map may identify paths throughout the building that areappropriately sized and feature surface features that may accommodatethe autonomous vehicle, and may be stored in association with positiondata regarding such paths, as well as data regarding times or dates atwhich the paths may be accessed by the autonomous vehicle, or otherrestrictions, such as times or dates at which elevators or escalatorsare scheduled to operate, operating speeds of elevators or escalators,or access codes for operating one or more access points or accesssystems. Such paths may extend on or over one or more different types ofinfrastructure of features within the area, including infrastructure orfeatures that are open to use by autonomous vehicles along withpedestrians or any other type of vehicle or may be restricted toautonomous vehicles.

At box 840, the customized navigation maps generated for the autonomousvehicle at box 824 and box 834 are stored in one or more data stores.For example, the data stores may be provided in a physical locationassociated with the autonomous vehicle such as a garage or a maintenancefacility, or in one or more alternate or virtual locations, e.g., in a“cloud”-based environment. At box 845, an order for a delivery of anitem to a destination within one of the buildings in the area isreceived. The order may be received from a customer in the area over anetwork, e.g., by accessing a network site or dedicated shoppingapplication associated with the marketplace, or by communicating withthe marketplace in any way, such as by telephone or in person at abricks-and-mortar facility.

At box 850, optimal outdoor routes from a location of the autonomousvehicle to access points of the building are determined based on thecustomized outdoor map generated for the autonomous vehicle at box 824.Where the item is accessible to the autonomous vehicle at a time thatthe order is received, such as where the item is carried aboard theautonomous vehicle or where the autonomous vehicle is located at afulfillment center or other location from which the item may beretrieved, optimal outdoor routes may extend directly from the locationof the autonomous vehicle to the respective access points of thebuilding to which the item is to be delivered. Where the item is notaccessible to the autonomous vehicle at a time that the order isreceived, such as where the item is not carried aboard the autonomousvehicle or where the autonomous vehicle is not located at a fulfillmentcenter or other location from which the item may be retrieved, theoptimal routes may extend from the location of the autonomous vehicle toone or more of such fulfillment centers or locations, and to therespective access points of the building. Additionally, the optimalroutes may be selected based on the plurality of paths between or on thetransportation infrastructure or features, as well as any information ordata regarding the availability of the item, e.g., elapsed times thatmay be required to manufacture or otherwise obtain the item, or to makethe item available to be retrieved by the autonomous vehicle, orrestrictions on travel on the various paths of the customized outdoormap, such as due to construction, traffic, scheduled or spontaneousevents, or the like.

At box 855, optimal indoor routes from the access points of the buildingto the destination within the building are determined based on thecustomized indoor map generated for the autonomous vehicle at box 834.For example, optimal indoor routes may consider times or costs requiredto travel along any of the available paths or combinations of pathsextending through the building from the various access points to thedestination, such as up or down elevators, escalators, stairs or ramps,as well as along pathways, hallways, foyers or other open spaces withinthe building, such as is shown in FIGS. 7A through 7C, subject to anyaccess restrictions or requirements.

At box 860, one or more instructions for causing the autonomous vehicleto travel along one of the optimal outdoor routes to deliver the item tothe destination are transmitted to the autonomous vehicle, e.g., over anetwork. The instructions may identify specific courses and/or speeds atwhich the autonomous vehicle is to travel on individual paths of thecombined optimal route, or along the combined optimal route as a whole,and may include information or data regarding specific portions of theupdated customized navigation map corresponding to the combined optimalroute, or portions that are adjacent to the combined optimal route. Insome embodiments, the instructions may be provided to the autonomousvehicle in series. Alternatively, in other embodiments, a singleinstruction to travel along the combined optimal route may be providedto the autonomous vehicle.

At box 865, the autonomous vehicle travels from the location to thebuilding via one of the optimal routes, guided by GPS signals. Forexample, one of the optimal routes may be selected based on anyconsiderations of time, cost or value, any follow-on or concurrenttasking for the autonomous vehicle, or on any other factors, and theautonomous vehicle may track its position along the optimal route basedon three or more GPS signals received from orbiting satellites.Alternatively, the autonomous vehicle may track its position along theoptimal route based on any other outdoor navigation system. In someembodiments, the autonomous vehicle may execute one or more alterationsto or deviations from the optimal route, either in response to one ormore signals received from a fleet management server, or based oninformation or data captured by one or more onboard sensors. At box 870,the autonomous vehicle confirms its arrival at the building by GPSsignals, e.g., where a geocode associated with the building correspondsto a geocode determined based on three or more of the GPS signals.

At box 875, one of the access points at the building is selected. Insome embodiments, the access point may have been selected by a customerfrom whom the order was received at box 845, or an intended recipient ofthe item, who may select the access point manually by one or moreinteractions with a touchscreen or other input device. In some otherembodiments, the access point may have been previously identified as aprimary or preferred access point for the building, e.g., based oncustomer preferences or past experiences in performing tasks at thebuilding. In some other embodiments, the autonomous vehicle may selectthe access point based on information or data (e.g., imaging data)captured thereby upon an arrival at the building, from which one or moreobstacles or other impediments may be identified. An access point may beselected on any basis in accordance with the present disclosure.

At box 880, one or more instructions are transmitted to the autonomousvehicle for causing the autonomous vehicle to deliver the item from theselected access point to the destination within the building via one ofthe optimal indoor routes. For example, in some embodiments, theinstructions may identify specific courses and/or speeds at which theautonomous vehicle is to travel on individual paths within the buildingvia the one of the optimal indoor routes, and may include information ordata regarding specific portions of an updated customized navigation mapcorresponding to the optimal indoor route, or portions that are adjacentto the optimal indoor route. A plurality of instructions may be providedto the autonomous vehicle in series, or, optionally, a singleinstruction to travel along the optimal indoor route may be provided tothe autonomous vehicle.

At box 885, the autonomous vehicle enters the building via the selectedaccess point and travels to the destination within the building via theone of the optimal indoor routes guided by an indoor sensor, e.g., oneor more imaging devices disposed or mounted to external surfaces of theautonomous vehicle, or an indoor positioning system sensor configured todetermine one or more positions based on light waves, radio waves,magnetic fields, acoustic signals, or other sensory information.

At box 890, the autonomous vehicle confirms its arrival at thedestination within the building by the one or more indoor sensors, e.g.,by recognizing one or more background features or other aspects of anarea or environment within imaging data captured thereby, or based onone or more signals received by an indoor positioning system sensor. Atbox 895, the autonomous vehicle deposits the item at the destination,e.g., by way of an attended delivery or an unattended delivery at adelivery location associated with the destination, such as a door of adwelling or other building or structure, and the process ends.

Although some of the autonomous vehicles disclosed herein are depictedas autonomous vehicles, those of ordinary skill in the pertinent artswill recognize that the systems and methods of the present disclosureare not so limited. Rather, the autonomous vehicles of the presentdisclosure may be any type of vehicle that is configured to transportitems from one location (e.g., a fulfillment center or any other type oflocation) to another location. The autonomous vehicles of the presentdisclosure may further include any type of vehicles that are configuredto transfer items or materials to a human, a machine or another vehicle,or to receive items or materials from a human, a machine or anothervehicle, as necessary. In this regard, the autonomous vehicles of thepresent disclosure may include vehicles that are configured to travel byair, by sea, or across outer space, as well as on land.

Furthermore, although some of the embodiments of the present disclosuredepict the distribution of inventory of items that are made available tocustomers through online marketplaces, those of ordinary skill in thepertinent arts will recognize that the systems and methods of thepresent disclosure are not so limited. Rather, autonomous vehicles maybe used to distribute inventory that may be made available throughtraditional commercial channels, e.g., by telephone or in one or morebricks-and-mortar stores, and delivered to customers or designatedlocations rapidly in response to orders for such items. Moreover,although some of the embodiments of the present disclosure depictautonomous vehicles that are small in size, those of ordinary skill inthe pertinent arts will recognize that the systems and methods of thepresent disclosure are not so limited. Rather, autonomous vehicles maybe of any size or shape, and may be configured or outfitted withfeatures that enable the distribution, delivery, retrieval ormanufacture of items of any type or kind, and of any size or shape, inaccordance with the present disclosure.

It should be understood that, unless otherwise explicitly or implicitlyindicated herein, any of the features, characteristics, alternatives ormodifications described regarding a particular embodiment herein mayalso be applied, used, or incorporated with any other embodimentdescribed herein, and that the drawings and detailed description of thepresent disclosure are intended to cover all modifications, equivalentsand alternatives to the various embodiments as defined by the appendedclaims. Moreover, with respect to the one or more methods or processesof the present disclosure described herein, including but not limited tothe flow charts shown in FIGS. 3A and 3B, 6A and 6B or 8A and 8B, ordersin which such methods or processes are presented are not intended to beconstrued as any limitation on the claimed inventions, and any number ofthe method or process steps or boxes described herein can be combined inany order and/or in parallel to implement the methods or processesdescribed herein. Additionally, it should be appreciated that thedetailed description is set forth with reference to the accompanyingdrawings, which are not drawn to scale. In the drawings, the use of thesame or similar reference numbers in different figures indicates thesame or similar items or features. Except where otherwise noted,left-most digit(s) of a reference number identify a figure in which thereference number first appears, while two right-most digits of areference number in a FIG. indicate a component or a feature that issimilar to components or features having reference numbers with the sametwo right-most digits in other figures.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey in apermissive manner that certain embodiments could include, or have thepotential to include, but do not mandate or require, certain features,elements and/or steps. In a similar manner, terms such as “include,”“including” and “includes” are generally intended to mean “including,but not limited to.” Thus, such conditional language is not generallyintended to imply that features, elements and/or steps are in any wayrequired for one or more embodiments or that one or more embodimentsnecessarily include logic for deciding, with or without user input orprompting, whether these features, elements and/or steps are included orare to be performed in any particular embodiment.

The elements of a method, process, or algorithm described in connectionwith the embodiments disclosed herein can be embodied directly inhardware, in a software module stored in one or more memory devices andexecuted by one or more processors, or in a combination of the two. Asoftware module can reside in RAM, flash memory, ROM, EPROM, EEPROM,registers, a hard disk, a removable disk, a CD-ROM, a DVD-ROM or anyother form of non-transitory computer-readable storage medium, media, orphysical computer storage known in the art. An example storage mediumcan be coupled to the processor such that the processor can readinformation from, and write information to, the storage medium. In thealternative, the storage medium can be integral to the processor. Thestorage medium can be volatile or nonvolatile. The processor and thestorage medium can reside in an ASIC. The ASIC can reside in a userterminal. In the alternative, the processor and the storage medium canreside as discrete components in a user terminal.

Disjunctive language such as the phrase “at least one of X, Y, or Z,” or“at least one of X, Y and Z,” unless specifically stated otherwise, isotherwise understood with the context as used in general to present thatan item, term, etc., may be either X, Y, or Z, or any combinationthereof (e.g., X, Y, and/or Z). Thus, such disjunctive language is notgenerally intended to, and should not, imply that certain embodimentsrequire at least one of X, at least one of Y, or at least one of Z toeach be present.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

Language of degree used herein, such as the terms “about,”“approximately,” “generally,” “nearly” or “substantially” as usedherein, represent a value, amount, or characteristic close to the statedvalue, amount, or characteristic that still performs a desired functionor achieves a desired result. For example, the terms “about,”“approximately,” “generally,” “nearly” or “substantially” may refer toan amount that is within less than 10% of, within less than 5% of,within less than 1% of, within less than 0.1% of, and within less than0.01% of the stated amount.

Although the invention has been described and illustrated with respectto illustrative embodiments thereof, the foregoing and various otheradditions and omissions may be made therein and thereto withoutdeparting from the spirit and scope of the present disclosure.

What is claimed is:
 1. A computer-implemented method comprising:identifying first baseline mapping data of an area, wherein the firstbaseline mapping data corresponds to a first plurality of geolocationsof outdoor surfaces in the area; identifying first information regardingat least one outdoor transportation system in the area, wherein the atleast one outdoor transportation system extends between at least two ofthe first plurality of geolocations; identifying second informationregarding a first autonomous vehicle at a first geolocation within thearea, wherein the second information comprises at least one attribute ofthe first autonomous vehicle, and wherein the at least one attributecomprises at least one of a height, a length or a width of the firstautonomous vehicle; generating a first outdoor navigation map of thearea for the first autonomous vehicle based at least in part on thefirst baseline mapping data, the first information and the secondinformation, wherein the first outdoor navigation map comprises a firstplurality of paths, wherein each of the first plurality of paths isaccessible by the first autonomous vehicle, and wherein each of thefirst plurality of paths extends between two of the first plurality ofgeolocations; storing the first outdoor navigation map in at least onedata store; identifying a task to be performed within a buildingassociated with a second geolocation within the area, wherein the secondgeolocation is one of the first plurality of geolocations, and whereinthe task is to be performed at a third geolocation within the building;and in response to identifying the task, determining third informationregarding the task, wherein the third information comprises at least oneattribute of the task; identifying second baseline mapping data of atleast a portion of the building, wherein the second baseline mappingdata corresponds to a second plurality of geolocations of indoorsurfaces within at least the portion of the building, and wherein thethird geolocation is one of the second plurality of geolocations;identifying fourth information regarding at least one indoortransportation system within the building, wherein the at least oneindoor transportation system extends between at least two of the secondplurality of geolocations; generating a second indoor navigation map ofat least the portion of the building based at least in part on thesecond baseline mapping data, the fourth information and the secondinformation, wherein the second indoor navigation map comprises a secondplurality of paths, wherein each of the second plurality of paths isaccessible by the first autonomous vehicle, and wherein each of thesecond plurality of paths extends between two of the second plurality ofgeolocations; calculating at least a first route to be traveled by thefirst autonomous vehicle from the first geolocation to the secondgeolocation based at least in part on the first outdoor navigation mapand the third information; calculating at least a second route to betraveled by the first autonomous vehicle from the second geolocation tothe third geolocation based at least in part on the second indoornavigation map and the third information; and transmitting at least afirst electronic message to the first autonomous vehicle over a network,wherein the first electronic message comprises at least a portion of thefirst route and at least a portion of the second route.
 2. Thecomputer-implemented method of claim 1, wherein the first baselinemapping data comprises a latitude, a longitude and an elevation for eachof the plurality of geolocations of surfaces in the area.
 3. Thecomputer-implemented method of claim 1, wherein identifying the firstbaseline mapping data of the area comprises: receiving first imagingdata captured by at least one imaging device provided aboard a secondautonomous vehicle at a first time, wherein the second autonomousvehicle is traveling within the area at the first time; and determiningat least some of the first baseline mapping data based at least in parton the first imaging data, wherein the first outdoor navigation map isgenerated at a second time, and wherein the second time follows thefirst time.
 4. The computer-implemented method of claim 1, wherein thefirst outdoor navigation map is generated at a first time, and whereinthe method further comprises: receiving first imaging data captured byat least one imaging device provided aboard a second autonomous vehicleat a second time, wherein the second autonomous vehicle is travelingwithin the area at the second time, and wherein the second time followsthe first time; determining fifth information regarding the at least oneoutdoor transportation system in the area based at least in part on thefirst imaging data; and updating the first outdoor navigation map basedat least in part on the fifth information, wherein the first route iscalculated based at least in part on the updated first outdoornavigation map at a third time, and wherein the third time follows thesecond time.
 5. The computer-implemented method of claim 1, wherein theat least one outdoor transportation system comprises at least one of: aroad; a sidewalk; a crosswalk; a bicycle trail; a walking trail; abridge; a park; a field; a ramp; an elevator; or an escalator.
 6. Thecomputer-implemented method of claim 1, wherein the first autonomousvehicle comprises: a frame; at least one pair of wheels joined to atleast one axle; a motor disposed within the frame, wherein the motor isconfigured to cause the at least one pair of wheels to rotate at a speedwithin a predetermined speed range; at least one storage compartmentdisposed within the frame, wherein the at least one storage compartmentcomprises at least one door pivotably joined to an outer surface of theframe by at least one hinge, and wherein the at least one door isconfigured to pivot between an open position and a closed position; atleast one power module for powering at least the motor; a positionsensor; at least one computer processor; and at least one memorycomponent.
 7. The computer-implemented method of claim 1, wherein the atleast one attribute of the first autonomous vehicle is one of: a height,a width or a length of the frame; the predetermined speed range; aheight, a width, a length or a storage volume of the at least onestorage compartment; a capacity of the at least one power module; or alocation or an alignment of the at least one hinge.
 8. Thecomputer-implemented method of claim 1, wherein the task is a deliveryof an item from the first geolocation to the third geolocation, andwherein the third information comprises at least one attribute of theitem.
 9. The computer-implemented method of claim 1, wherein identifyingthe task to be performed at the second geolocation comprises: receivingan order for a delivery of an item to the third geolocation from acomputer device, wherein the order identifies at least one of thebuilding, the second geolocation or the third geolocation by a deliveryaddress, wherein determining the third information comprises:determining a plurality of access points for the building based at leastin part on the delivery address; causing a display of the plurality ofaccess points on a display of the computer device; and receiving aselection of one of the plurality of access points from the computerdevice over the network, wherein the second geolocation is associatedwith the selected one of the plurality of access points.
 10. Thecomputer-implemented method of claim 1, wherein the second geolocationis associated with a first access point to the building, and wherein themethod further comprises: capturing first imaging data by at least oneimaging device provided aboard the first autonomous vehicle, wherein thefirst imaging data is captured with the first autonomous vehicle withina vicinity of the second geolocation; determining that the secondgeolocation is inaccessible to the first autonomous vehicle based atleast in part on the first imaging data; determining that a secondaccess point is depicted within the first imaging data; determining thata fourth geolocation is accessible to the first autonomous vehicle,wherein the third geolocation corresponds to the second access point;and transmitting a second electronic message to the first autonomousvehicle over the network, wherein the second electronic messageidentifies the fourth geolocation.
 11. The computer-implemented methodof claim 1, wherein the second geolocation is associated with a firstaccess point to the building, and wherein the method further comprises:capturing first imaging data by at least one imaging device providedaboard the first autonomous vehicle, wherein the first imaging data iscaptured with the first autonomous vehicle within a vicinity of thesecond geolocation; determining that the second geolocation isinaccessible to the first autonomous vehicle based at least in part onthe first imaging data; transmitting at least a second electronicmessage to at least one computer device of a customer associated withthe task, wherein the second electronic message indicates that thesecond geolocation is inaccessible to the first autonomous vehicle;receiving at least a third electronic message from the at least onecomputer device of the customer associated with the task, wherein thethird electronic message identifies a fourth geolocation correspondingto a second access point, and wherein the fourth geolocation isaccessible to the first autonomous vehicle.
 12. The computer-implementedmethod of claim 1, wherein identifying the task to be performedcomprises: receiving an order for a delivery of an item to the buildingfrom a computer device, wherein the order identifies at least one of thebuilding, the second geolocation or the third geolocation by a deliveryaddress, wherein calculating the first route to be traveled by the firstautonomous vehicle from the first geolocation to the second geolocationcomprises: calculating a plurality of routes for the first autonomousvehicle from the first geolocation to the second geolocation based atleast in part on the first outdoor navigation map, wherein the firstroute is one of the plurality of routes; causing a display of at least aportion of at least some of the plurality of routes on a display of thecomputer device; and receiving a selection of one of the plurality ofroutes from the computer device over the network, wherein the firstroute is the selected one of the plurality of routes.
 13. Thecomputer-implemented method of claim 1, further comprising: receiving atleast a second electronic message from the first autonomous vehicle overthe network, wherein the second electronic message identifies a fourthgeolocation of at least one obstacle associated with the first route;and updating the first navigation map based at least in part on thesecond electronic message.
 14. The computer-implemented method of claim1, wherein identifying the second information comprises: determining atleast one attribute of each of a plurality of autonomous vehicles,wherein each of the plurality of autonomous vehicles is at one of thefirst plurality of geolocations within the area, and wherein the firstautonomous vehicle is one of the plurality of autonomous vehicles,wherein generating the first outdoor navigation map of the area for thefirst autonomous vehicle comprises: generating a plurality of outdoornavigation maps of the area, wherein each of the outdoor navigation mapsis generated for one of the plurality of autonomous vehicles based atleast in part on the baseline mapping data, the first information andinformation regarding one of the plurality of autonomous vehicles,wherein each of the outdoor navigation maps comprises a plurality ofpaths extending between at least some of the first plurality ofgeolocations, and wherein the first outdoor navigation map is one of theplurality of outdoor navigation maps, wherein calculating the firstroute to be traveled by the first autonomous vehicle from the firstgeolocation to the second geolocation comprises: calculating a pluralityof routes, wherein each of the routes extends between a geolocation ofone of the plurality of autonomous vehicles and the second geolocation,and wherein the first route is one of the plurality of routes;determining at least one of a cost or a time associated with each of theplurality of routes; and selecting one of the plurality of autonomousvehicles based at least in part on at least one of the cost or the timeassociated with the route extending between the geolocation of the oneof the plurality of autonomous vehicles and the second geolocation,wherein the first autonomous vehicle is the selected one of theplurality of autonomous vehicles.
 15. The computer-implemented method ofclaim 1, wherein the task is to be performed at a first time, andwherein the computer-implemented method further comprises: determiningor predicting an environmental condition in the area at the first time,wherein the environmental condition relates to at least one of trafficin the area, weather in the area, congestion in the area or a legalrestriction in effect in the area, wherein the first route is calculatedbased at least in part on the environmental condition.
 16. Thecomputer-implemented method of claim 1, wherein the at least one indoortransportation system is one of an elevator, an escalator, a set ofstairs, a ramp or a passageway within the building.